Ten thousand miles on a bicycle

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Q^i4/6i>c^i^et:^^ ^^,'w4k><Jt^ap^ (9bition.

**NtMa turn doitanda louru is that Building : you could not —
Placing New York's map before you — Hgbt on half so queer a spot."

^Uch<^ 9lo. 1493
"Em W^ovaaxOi ffLikti on a Bicgcle"

fWU.

^l^od tfuvb^ to me ^

TEN THOUSAND MILES ^
ON A BICYCLE

By KARL KRON p*^*-^] ■

AuTHOs OF "Four Years at Yalb, by ▲ GraiwKJb of 5)C/I '

MAIUED BT TRR rt'BLUHBB OB RBCRIPT OP MONKT-ORDKB FOB TWO DOLLARS
PATABLB AT STATION D.

PUBLISHED BY KARL KRON

THE UNIVERSITY BUILDING, WASHINGTON SQUARE

NEW YORK

1887 -•*- \^'

THE NEW YORK
PUBLIC LIBRARY

ASTOF, LENOX AND

TILDEN FOUNDATIONS

R 1927 L

NIEMORY

Mn BitlUHSdtg

(thb very best dog whose presence ever blessed this planet)

THESE RECORDS OF TRAVELS

WHICH WOULD HAVE BROKEN HIS HEART

HAD HE EVER LIVED TO

READ ABOUT

ARE LOVINGLY INSCRIBED

CoiirrigbUd, 1884.
.1 lf»^ai^Fuuu^:\:

MMotMluraA. 188|.r,
1^ tiw BrsmapiBUi Puniaa Ooa»«H?,

Assumptions for a special
class of travelers.

PREKACE.

- . I Thb is a book of America» roads, for men who travel on the bicycle. Its
Scope of the\ j^^^ .^ ^^^ ^^ ^ gaxetteer, a dictionary, a cydopsedia, a sUtistical guide, a
volum€, I thesaurus of facts. The elaborateness of its indexing shows that it is designed
teas for reading than for reference,— less for amusement than for instruction,— and debars any one
from objeaing to the multiplicity of its details. No need exists for a weary wading through the
mass of these by any seeker for special knowledge. The information which he wants can be
found at ooce, if contained in the book at all ; and the pages which do not interest him can be

left severely alone.

In reporting my own travels, I have assumed that the reader
(as a bicycler who may plan to ride along the same routes) desires
to know just what I was most desirous of having advance knowl-
edge of, in every case ; and I have tried to tell just those things, in the simplest language and
the moJt compact form. I have accounted no fact too trivial for record, if it could conceiv-
ahiy help or interest wheelmen when touring in the locality to which it relates ; and I insist that
no critic, save one whose road^xperience makes him more compeunt than I am to predict what
nch tooristt want to know, has any right to censure me on this account, as " lacking a sense of
penpective." My power to please these particular people, by oflEering them these microscopic
details, can be proved by experiment only ; but I object in advance to having any one meanwhile
misrepresent me as endeavoring to please people in general. " The general reader |' may justly
demaod of the critic that he give warning against a writer-of-travels, as well as against a novel-
ktorvene-maker, who is so precise and exhaustive as to be tedious; but a chronicler who
avowedly seeks to be precise and exhaustive, in compiling a special sort of gaietteer.—and who
ifisdaims any desire of restricting its scope to points which are salient and notably significant
and universally interesting,— nuy as justly demand of the critic that he do not condemn the
work " because unsuiied to the geperal reader."

Fairwamingsfor'Uhe\ ^.^"^S*'?* ^^^ latter all-powerful personage. I recognize that

f f it ^w money is as good as anybody's " ; and I mtend, madentally,

general reader. | ^^ ^jj ^^^ ^ ^^^^ ^^^^ ^p.^^ ^^ ^^^ j^j^ . ^^^ j ^^ y^^^ ^yoX,

he shall buy it with his eyes open, if he buys it at all, and shall have no pretext for pretending that
I catered to his taste in preparing it, or relied upon his patronage in making it a success. I aim,
rather, to pique his curiosity by proving that profit may be gained, in defiance of him, from the
support of a world of readers whose existence he never dreamed of ; and I expect that, when-
ever his curiosity forces him to pay me tribute, in order to study the manners and customs of
tfaoae readers who inhalnt this new " world on wheels,'' he will be civil enough to remember
the motive which induced his expenditure, and to refrain from reviling me as having baited him
in by false pretences, or failed to give him his money's worth. As regards " the genera]
reader," then, I say : " Cavtai emptor ! Having paid up, let hun shut up ! If I welcome
him to my show, it is avowedly ios no other reason than that his coin may help fill the yawning
diasm at my banker's. I have not planned the performance to please him, nor have I varied my
ideal of it one iota to avoid the danger of his derision. I shall be glad, incidentally, to win his
good>wiIl ; but, if his ill-will be aroused instead, I protest against his proclaiming it in such way
as to obscure this truth: that what I chiefly aim to win is the good-will of the 3000 wheelmen
who hxn subscribed to my scheme in advance, and of the 300,000 wheelmen whom those sub-

*' Well-written and readable beyond the common " was the verdict
which the reviewer of the Times passed upon my opening chapter, when
it first appeared, in a magarine, four years ago ; but I have not en-

Attempts at verbal
attractiveness.

deavored to make any of my regular touring reports " readable/' to the uninitiated, save only

An autobiography be-
tween the lines.

vi TEN THOUSAND MILES ON A BICYCLE,

regretted, there goes along with it the conciliatory notion of a life which has won nothing worthy
of public boast, and which expects no public honor in the future. " The personal element/'
as Professor Sill says, " need not be in the least an egotistic intrusion of self.'*

Incidentally, then, the volume is a sort of autobiography, and its
vitality would be destroyed if "the personal equation " could be
eliminated. The complexity and far-reaching relationship of mun-
dane affairs are oddly shown by this example of how sincerity and thoroughness, even when
applied to so remote and impersonal an object as reporting the roads of a continent, have powef
to reflexively exhibit the reporter's habits and character. As regards myself, this tnith became
early evident, that the wheelmen who were pleased with my printed facts about touring, soon
grew to have a feeling of acquaintanceship with the narrator of them, coupled with a friendly
curiosity. While at work, in their thousand separate ways, men may hate their business-com-
petitors and feel bored by non-competitors who insist on " talking shop " ; but, at play, they ar«
on common ground, and can never hear too much said in praise of the particular hobby which
has the ability to delight their hearts. Reflecting on this, the notion gradually possessed me that
my own popularity, as a representative spokesman among those players whose hobby is the bicy-
cle, might be great enough to try to conjure with. Hence it happens that— considering how my
life, with all its trials and troubles, has been a rather amusing experience — I now, on reaching
the end of it (since the fun of the thing must needs be finished at forty), print this plain record
of the things which have amused me most.

I do it as a duty, — "pour encourager Us asdres "; but I do it
because I believe " the others " will pay me well for " encouraging "
them. I do it to make money. Yet, as almost all books are written
as a matter of vanity, I fear few people will believe me when I declare that this one is written as
a matter of business ; and that its chief significance, so far as concerns the outside world, is as a
unique business enterprise, rather than as a literary curiosity. In the latter category I think it
might also stand alone, as I am not aware of any previous ** autograph edition " approaching in
magnitude to 3600 volumes, — " each one specially numbered, signed and addressed to nearly that
many individual subscribers," — ^though possibly the records of bibliography may show such a
phenomenon. But it is certain that from the day when the crew of Noah won the great human
race, by boating in the Ark, this planet of ours has known no sport or pastime of such absorb-
ingly personal interest as would enable an obscure and self-appointed representative of it to per-
suade 3000 strangers, scattered all over the globe, that they pledge their money to him for con-
structing a monumental record of their enthusiasm.

Praise tiot sought for^
but money.

Unique power of the cy-
cling- enthusiasm.

Though all the other pages in this volume be judged of no im-
portance, those serried columns of subscribers' names (pp. 734.796)
will stand as an everlastingly significant record of the strength of
human sympathy. Appealing simply to this sentiment, — working alone and single-handed with
my pen (literally, left-handed, during the third year of the struggle),— paying no money to the
press for advertisements, and offering no premiums or discounts or rewards of any sort to private
canvassers, I have done a thing which the most powerful publishing house in the world, resort-
ing to the vast machinery of the organized book-trade, would have been quite unable to do. No
other American (with the possible exception of the man who founded the Pope Manufacturing
Company, for the making of bicycles, at a time when all the wise-heads thought such conduct
the wildest folly) has staked as much as I have thus staked upon a belief in the permanence and
** potentiality " of cycling. I recognized it as an absolutely new thing under the sun, in the
sense of binding its votaries together by a stronger personal sympathy than any sport previously
known in the world. The men who like yachting and boating and ball-playing and fishing and
shooting and horse-racing, and other less prominent diversions, have an incomparably smaller in-
terest in one another as fellow-sportsmen. No competent and candid critic can deny that I have
impressively proved this, when he seriously reflects upon the utter impossibility of any other
unknown enthusiast's persuading 3000 strangers to each " pat up a dollar," out of mere senti-
mental regard for any other sport.

7TU selling afyxfloo hooks
less notabU than Uupled^
ing^ o/2poo subscribers.

Business necessity of my
fersotuU revelations.

PREFACE. vii

Henoe I say that my longest tour on the wheel shrinks
into insignificance beside this novel tour deforce^ — this strange
showing of a world-wide brotherhood which gives advance-sup-
porters to an unknown American book, not only in every State
and Territory of the Union, but 400 of them outside it : in Canada and Great Britain, in
Australia and New Zealand, in Continental Europe, in Asiatic Turkey, Persia and Japan.
Whether or not I shall reap the expected reward for this exploit (by pleasing these 3000 stran-
gers so well that they will quickly force a sale of 30,000 books for me), experiment only can de-
cide ; bnt I wish now to record the opinion that, if I do reap such reward, it will not seem to
me so phenomenal a proof of the peculiarly personal power of cycling enthusiasm as docs this
preliminary exploit itself. I wish, too, that before any critic hastens, off hand, to condemn this
expectation as a colossal conceit, he will carefully consider whether, from his knowledge of the
hnnian animal's indisposition to pledge money for anything unknown, my scheme for selling
3o,ocn books, by a simple appeal to the friendly sentiment of 3000 strangers, is really so unbusi-
ness-like and unpromising and unreasonable, as was my first step for proving the substantial sym-
pathy of those 3000.

I have a right to insist that that solid plialanx of supporters
shall never be ignored in the judgment of any one who assumes
fairly to judge the book which has been produced by their en-
couragement. While declaring that so great a phalanx could not have been summoned, by the
mere push of a pen, in behalf of any other sport than cycling, I will not affect a mock-modest
belief that even this phalanx of cyclers could thus have been summoned, in the absence of a pre-
vailing opinion that there was a man behind the pen. I feel, therefore, that I ought not to be
censured or ridiculed, because, as a mere matter of business, I devote considerable fine type, in
Chapter xxxviii. (pp. 70Z-733), to telling them who this man is. Unless denial be made in advance
that I have any right to persuade these people to serve me freely as book-agents, my mere attempt
to placate them, by showing the sort of person they are serving, cannot be condemned. I insist
that I am not trying there to exhibit myself to other people ; and that " the general reader " is
not bound there to search in pursuit of something else.- If he be curious to study " the growth
of an idea " which has (by imperceptible gradations, and in spite of my hatred of publicity and
"business'*) led me into a scheme whose success now demands that I strive to make myself
the most notorious inhabitant of the " wheel world," he can find the full details there given ;
but he must remember that I do not assume his curiosity in them, and do not give them for any
other than a purely practical piupose. If I am to sell 30,000 books without resorting to the book-
stores,— without granting discounts to cycling tradesmen or premiums to private agents, — with-
out paying much advertising money to the wheel papers and none at all to the general press — it
is plainly incumbent upon me to tell my prospective assistants exactly what I want them to do,
and exactly why I hope for their help in victoriously violating the traditional rules of the book-
business. The gist of my endeavor is to ensure conviction that the three years demanded by this
book have been spent solely in their interest, — that I have construaed it with absolute personal
independcnoe and honesty :

" My motives pure; my satire free from gall ; chief of my golden rules I this install :
* Malice temard* none, and charity for all. ' "

It is due to my printers to say that, as they have obeyed the contract
calling for close adherence to copy, even in the smallest details of punctua-
tion, I alone am responsible for variations in " style. " My excuse for these,
is, not amply that the original act of writing has extended from '79 to '86, but chiefly that the
electrotyping itself has extended through nearly two years. So, as my book has grown farther
and farther beyond the limits first set for it, I have resorted more and more to abbreviations and
ooodensad forms of expression. The proportion of fine type, too, has been vastly increased, and
the iodexe* of names have been unpleasantly " jammed," in a similar effort to reduce the bulk.
Even " Mr." has been banished, as not worth its room. By two personal readings of the proofs,

Typography and
proofreading.

X TEN THOUSAND MILES ON A BICYCLE,

V. FOUR SEASONS ON A FORTY-SIX, 84-«4 : My broken elbow as a coracr-
stone for the League, 24. First riding-lesson, in Boston, 35. Early exploration of New York
roads, a6. First toar almost coincident with "A Wheel Around the Hub," 36. Summaries of
mibage(74am. in '79)> 27; (1474 m. in '80), aS ; (1956 m. in '80,29; (1837 m. in '83), 30.
Separate roadway and riding-days, 31. Trips by rail and water, 31-33. Solitude a necessity of
touring, 34. Its charm shown by a parody from Calverley, 34. (Electro, in Mar. , ^85 ; 6300
words. From the IVheetmanj Feb., '83 ; reprinted by Wheel World, of London.)

VI. COLUMBIA, NO. 234, 86-48 : Unique experiences which makes its story worth
telling, 35. My disclaimer of mechanical knowledge and of partiality, 36. Wear and tear of
first 1500 m., 37. Durability of tires, 38. Spokes injured by careless polishing, 38. Breakings
of backbone and neck, 39. Cranks, cone-bearings and new parts, 40. Costs of repairing, of
" extras," of clothes and of transportation, 41. Last days of the machine, 42. New backbone
and handle-bar, 43, 46. Miraculous escape from the mules, 44. Vain experiment at spoke-
tightening, 46. Final wear of tires and pedals, 47. Plan of " rebuilding " abandoned in favor
of " No. 234, Jr.," 47. Enshrined as a monument for wheelmen's homage, 48. (Electro, in
Mar., '85 ; 8600 words, incl. 500 of fine type. First half, from Wheelman, Mar., '83 ; second
half, from S^ingjield Wheelmen's GaaetU, Apr., '84 ; reprinted by Wheel World, July, 84.)

VII. MY 234 RIDES ON "NO. 234," 49-«8: Triolet for peace-offering. 49. Daily
averages, 49. First long rides, 50. List of 50 m. records in '8x, 51. Coasting, 51. Long
stays in saddle, 52. A blazing strange trial on Long Island, 54. Falls and headers, 55. En-
counters with road-hogs, horses and mules, 57. Thefts and mishaps, 57. Specimens of speed
and of hill-climbing, 58. Weight, height, leg-measurement and sizes of wheels tried, 59. Advan-
tages of an under-size machine, 60. Tests of physique in ante-bicycling days, 61. Habits
of exercise, bathing and eating, 61. Long immunity from illness, 62. Sweating and drinking, —
with some extra-dry rhymes for the abstemious Dr. Richardson, 63. (Electro, in Mar., '85;
8800 words. From the Wheelman, Apr., '^3 ; verses reprinted by Wheeling, July 29, '85.)

VIII. AROUND NEW-YORK, 64-100: Tojiography of Manhattan Island, 64-
Social significance of localities, 65. System of numbering the streets and houses, 65. Block-
stone pavements below Central Park, 66. Policemen and children as obstacles to sidewalk-
riding, 67. Macadamized roadways around and above the Park, 68. East-side macadam and
Blackwell's Island paths, 69. Morningside Park and High Bridge, 70. Central Bridge and Jer-
ome Park, 71. Washington Heights and Kingsbridge, 72. Fordham and the Southern
Boulevard, 72-3. Pelham Bridge and Ft. Schuyler, 73-4. Port Chester, White Plains and
Tarrytown, 74-5. Vincent House to Yonkers and Kingsbridge, 75-7. Riverdale route to
Yonkers, 78. Sawmill river route, 75, 79. Notable residences along the Hudson, 79. Spuyten
Duyvil and Mt. St. Vincent, 80. Nyack and Englewood, 80. The Palisades, Ft. Lee and
Weehawken, 81. Ferries to Hoboken and Jersey City, 82. Two routes to Newark, 82. Bergen
Hill to Ft. Lee, 83. Bergen-Line Boulevard and the Hackensack marshes, 83. Ferries by
which to enter or get around the city, 84. Route of Belt line horse-cars, connecting the ferry
and steamboat docks, 85. Storage of wheels at the ferry baggage-rooms or on Warren St., 86.
The big bridge, 86-7. Routes to and through Brooklyn, 87-8. Prospect Park and Coney
Island, 89, 92. Jamaica and Astoria, 90. Ferries on East river, 91. Park Commissioners as
obstructionists, 92-5. Statistics of Central Park and the new parks, 95-6. Clubs and club-
rooms, 96-7. Fares on ferries and car lines, 97. The elevated railroads, 98. " Seeing " the
city, 99. Maps, 99. Directories and guide-books, 100. (Electro, in Apr, '85 ; 23,000 words,
incl. 2000 of fine type. First half, from Springfield Wkeelmen^s Gnzette, Bi. World and
Wheel. Many corrections of and additions to the forecoing were written in Dec, '86, for the
"summary," on pp. 582-6. See also pp. 150-8, 165-6, i6S. 246-7, 770-5.)

IX. OUT FROM BOSTON, 101-114: To Portsmouth and back, 101-2. T^xington,
Wahham, Worcester and Springfield, 103-4. Pemberton Square, the hotels, club-houses and
other landmarks, 104-6. Streets of the Back Bay district, 106. Route to Rhode IsUind, 107.
Newport rides, xo8. Providence to Worcester, 109. Springfield to Boston, iio-ii. Road-
books and maps, 112-13. Day's runs of 100 m. straightaway, 113-14. (Electro, in May, '85;

TABLE OF CONTENTS, xi

9600 words, incL 3600 of fine type. First part, from Bi. Worldf Aug. 26, '81, and May 2a, '85.
See also pp. 114, 20S, 246, 579, 766-7.)

X. THE ENVIRONS OF SPRINGFIELD, 115-128^: General advantages as a
riding-disirict, 116. Eastward routes, 117. Northward routes, 118. Excursions from North-
ampton, 119. Westward routes, 120. Southward routes, 122. Chances for long stays in the
saddle, without repetition, 123-6. Maps and guide-books, 126-7. Notable straightaway runs,
X2S. (Electro, in May, '85 ; 9600 words, incl. 3600 in fine type. First part, from H^'keeimaHf
bee, '83. See " summary " of *86, pp. 579-80 ; also pp. 144-8, 179-831 193-4, 208, 251-4, 768.)

XI. SHORE AND HILL-TOP IN CONNECTICUT, 129-149: The Thames and
its tributaries, 129. Experiences as boat-race manager at New London, 130. Along the shore,
N. L. to New Haven, 131-a. Routes between N. H. and Hartford, 133-7. Notable rides be-
tween N. H. and N. Y., 138-9. Up the Naugatuck valley, 139-42. The hills of Litchfield,
143-4. The Farmington valley, 145. From the Hudson to the hills of Berkshire, 146-8. Maps,
m8. Dr. Tyler's long run, 149. (Electro, in May, '85; 14,400 words, ind. 4290 in fine type.
First part, from Springfield U'hetbneH^s Gazette^ J«ne, '85. See *' summary " of Dec., '86,
pp. 581-2; also pp. 122-3, 179-S0, 248-51, 253-4, 700, 769-70.)

XII. LONG ISLAND AND STATEN ISLAND, 160-168: Greenport to River-
hcadand the south shore, 150. North shore route, 151. Flushing to Vaphank and back in
*8t, 152-3. Long-distance riders of '83-4, 154. Maps and guide-books, 154-5, 158. My '81
explorations of Staten Island, 156. " B. Bugle's " '82 report, 157. (Electro, in June, '85; 6300
words, ind. 2700 in fine tjpe. From Bi. IVorld^ Nov. 26, '80 ; May 20, '81 ; Mar. 24 and July
28, '82. See pp. 84, 86-92, 97, 583-6.)

XIII. COASTING ON THE JERSEY HILLS, 169-178: Notable map by the
State Geological Survey, 159, 175-6. Triangular outlines of the Orange riding-district, 160.
Coasting, 161-2. Morristown and the Delaware Water Gap, 163-4, 173. Peterson, Hackensack
and Ft. Lee, 165-8. Elizabeth and New Brunswick, 167, 172. Newark northward to New-
burg, 169-71. "Z, & S." tour to Greenwood Lake, 170. Somerville, Trenton and Philadelphia,
172-3. Tow-path from Easton to HackettstowUj 173. Basaltic columns of Orange Mtn., 174-5.
Maps and guides, 174-S. " League Road-book of Pa. and N. J.," 177-8. (Electro, in June,
'85; 13,250 words, incl. 4850 in fine type. First part, from the Wheelman^ June, '83. Sec
"summary " of Dec, '86, pp. 583, 5S8-9; also pp. 80-85, 207, 776-8.)

XIT. LAKE GEORGE AND THE HUDSON, 179-198: Hartford to Springfield,
179-81. Up the Conn, valley to Bellows Falls, 182-4. Rutland to Whitehall and the lake, 184-5.
Maps and guide-books, with statistics and verses, 185-7, 198' Ten days in the Catskills, 187-9.
From the lake down the valley to Hudson, 189-90. Outline for a round trip, 191. '* Z. & S."
tour to the lake, 192-3. Poughkeepsie to N. Y., 194. Fishkill to Hudson, 195. Swift records
along the river, 197. *' Big Four "tour, 1 98. The Wallkill and Ramapo valleys, 198. (Electro,
in Jnne, '85 ; 13,250 words, incl. 4850 in fine type. First part, from Bi. Worlds Oct. 7, Nov.
II, '81. See pp. 74, 81, 586-7.)

XV. THE ERIE CANAL AND LAKE ERIE, 199-208 : Initiation on the tow-path
at Schenectady, 199. Tlie Mohawk valley, 200. Canandaigua, 202, Niagara to Buffalo, 203.
The Ridge road along Lake Erie, 204-6. Binghamton to Great Bend, 207. Port Jervis to Del.
Water Gapand across New Jersey, 207. W. H. Butler's ride, Saratoga to Olean, 208. (Electro.
in June,'85 ; 6450 words, incl. 1350 of fine type. From Bi. World, May 27, June 3, 10, 17, '81,)

XTI. NIAGARA AND SOME LESSER WATERFALLS, 209-228 : Uiica to
Trenton Falls, 209-10. Suggestions for the Adirondacks, 210-11. Syracuse to Seneca Falls,
312. Geneva I^ke to Avon Springs, 213. The Genesee valley and the falls at Portage, 213-14,
217. Reports from Niagara, 215. " Big Foir" route, Buffalo to Rochester, 215. Verses on
the Genesee Falls and the Kaaterskill, 216. Rochester to Portage and Niagara, 216-17. Along
the Erie r. r.. Coming to Binghamton, 218-19. Along the Susquehanna, Towanda to Wilkcs-
barre, 219-20. Weather, hotels and baggagemen of this 400 m. tour, 221. Abstract of " West-
em New- York Rmd-Book," 221-^. (Electro, in June, '85; 10,800 words, ind. 5400 of fine
tj-pc. From the Wkeelman, Jan. '83. See pp. 586-8.)

xiv TEN THOUSAND MILES ON A BICYCLE.

the noble " Valley pike " to Staunton, 344-6. Topography of the Shenandoah region, frono G.
E. Pond's " Campaigns of 1864," 346-S. Tour of Washington men in '82, from Harper's Ferry
to the Natural Bridge and back to W., 34S-9. My own pedestrian trip to the Bridge, 349-50.
Suggested combination of r. r. routes to the Bridge and Luray Cavern, 350-1. Other reported
roads in Virginia, 351. Military maps in " The Campaigns of the Civil War," 352. (Electro,
in Nov., '85; 14,200 words, iocL 6500 of fine type. First part, from SpringJUld Wkeelnui^t
GaMtite, Dec, *85. See pp. 29^308, 374-90, 486, 495-8, 578, 590.)

XXT. THE CORAL REEFS OF BERMUDA, 863 870: A winter invitation from
Maine, 353. Geography and topography of the islands, from various authorities, 354-6. Mark
Twain's alluring account of the coral roads, 356-7. Our arrival at Hamilton on Sunday, 35S.
Sunset and moonlight along the North road to St. George's, 35). The South road, 360. The
Middle road and Somerset, 361. My race for the return steamer, 362-3. Incidents, expenses
and conditions of the ocean voyage, 364. Pleasant impression of the blacks, 364-5. Praise of
*' the incomparable loquot," 365, 367. Almanac, maps and guide-books, 366-7. Exact details
of the process called " free entry " at the New York Cuslcm House, 368-9. My ccmi anion
appeals against our unjust tax, and wins a new decision from the Treasury Department, 369-70.
This decision classes passengers' cycles as " personal effects," to be admitted without duty or
delay, 370. Four names for wheelmen to hold in grateful memory, 370. (Electro, in Jan., '85,
except the last 3 pp. in Dec. ; 11,600 words, inch 29cx> of fine type. From Springjletd iVhtel-
metCs Gazette^ Jan., '85, except the last 3 pp. from OHiing, Mar., 'S5 ; reprinted in Tricycling
Jourrutlt of London, and Australian Cycling Sews. The first 15 pp. were issued as a pamphlet
— 1000 in Jan. and 2000 in Feb., '85— for the attraction of subscribers. See pp. 706, 710, 790.)

XXVI. BULL RUN, LURAY CAVERN AND GETTYSBURG, 871-380: An '84
tour, inspired by my hope of seeing " one good jjarade of the League," 371. Through Philadel-
phia and Delaware, 372. Stuck in the Marj-land mud, 373. (iood riding from the Susquehanna
to Baltimore and Ellicott City, 373. By ClarksvIUe pike to Wa&liington, 373-4. Fairfax Court
House and Centerville, 374. Across the BuQ Run battle-fields to Warrenton, 375. Washing-
ton's environs, as reported by W. F. Grossman, 376b Baltimore's suburban routes, 377.
Springfield clerks* tour, New York to Washington, 377. Susquehanna tow-path, Havre-de-
Grace to Columbia, 378. My muddy advance from Warrenton and passage of the Rappahan-
nock, 378-9. Sweet strawberries at Sperryville before 1 climb the mountain, 379. Thunder
and lightning celebrate my four-miles' descent of the Blue Ridge, 380. Luray and its Cavern
contrasted and compared to Mammoth Cave and Natur.il Bridge, 3S1-2. Over the Massanutten,
381-2. Broiled frogs' legs at Mt. Jackson, 383. Down the Shenandoah to Harper's Ferry, 3S3-4.
From the Antietam to Gettysburg, 384-5. Sunday morning's reflections in the National Ccme>
tery, 385-6. York, Columbia, Lancaster, Alhntown and Enston, 386-7. The 1000 m. circuit
which initiated " No. 234, Jr.," 388. H. S. Wood's swift ride from Staunton to Columbia, and
other excursions, 388. His summary of tlie Philadelphia riding-district, including rules of
Fairmount Park, 389-90. Artistic and literary treatment of the '69 viloce^ 390. (Electro, in
Dec., '85 ; 14,400 words, incL 7200 of fine type. Firet part, from Spring/ield fVfutlmen's
Gazette, Jan., '86; last paragraph was crowded out from p. 404 of " Bone-Shaker Days." See
pp. 172-3, 238-45, 341-53. 486, 495-8. 578.)

XXTII. BONE-SHAKER DAYS, 891-406: How the Wonderful Year, '•1869,"
rolled in on a velocipede, 391. The load of obligations which bound me, a Senior in Yale Col-
lege, to waste no time in trifling, 392. First experiences at the rink, and decision to resist its
allurements, 393. A sidewalk vision-of-beauty on the two-wheeler .scatters my prudence to the
winds, 393. I submit to destiny and become a velocipedist, 394. The old white horse whose
ghost I sent galloping through the newspapers, 395. Proof that the undergraduate world fonns
the only real and universally-recognized aristocracy in America, 396-7. Trustworthiness of
"journalism," as shown by eight variations of the fictitious " horse story," 397-8. The bone-
shaker welcomed at Yale in 1819 as well as in '69, 39S-9. The »*/? Lit. Magazine's care^ful
chronicle of the three months which marked the rise, decline and fall of vclocipcding at New
Haven, 400-2. Other testimony, from Goddard's scrappy book and the newspapers of '69, 402-4

TABLE OF CONTENTS. xv

(see also p. 390X Post-coDegiate reminiscences of the Pickering, 404-5* My final trial of the
bone-shaker, in '7a, at the Crystal Palace dog-show, 405. Narrow chance by which I failed of
"imponing the first rubber-tired bicycle into the United States," when 1 came home from En-
gland in April of '76, 406. (Electro, in Aug., '85 ; 10,700 words, ind. 3900 of fine tyi>e. First
half from S^g/tiL WketlmeH^s GnzetU, Sept., '85 ; last half from i^heel H^or^ii, of London,
Oct., '85 ; reprinted also by Tricycling Journal, Dec. 23, 30, '85 ; Austraiian Cycling News ^
Jan. a, '86. Issued as a pamphlet, lobo copies, for the attraction of subscribers, Nov. 12, '85.)

XXYIII. CURL, THE BEST OF BULb-DOGS, 407-425 ; Origin, characteristics
azid environment, 407. The gentlest of hearts beneath a fierce exterior, 40S. Personal appear-
ances and " points," 409. (General impression made upon strangers, as portrayed by the poet
of Puckf 409. Leaping through the window-glass, with the cry of " Out ! damned Spot ! "
4fa Relations with Black Jack, ostensible and secret, 410-11. The garden fence as a pre-
tended barrier for bravery, 411. Verses of honor for "the outside dog in the fight," 41a.
Ruffianism towards a pair of canine weaklings, 412. Ears sensitive to bell-ringing, 413. The
btal faadnatioD of fireworks, 413. Conventional resentment assumed for certain noises and
movements, 413-14. Winter sport with snow-caves, sledding and skating, 414. Hatred of
boating and swrimming, 415. A furtive drinker, 415. Assumption of dignified indifference to<
wards the cats, 416. Tricks in food-taking, 416. Demand for the front seat in every vehicle,
417. Exploits as a fence-jumper and hen-chaser, 417. Troubles as a fly-catcher and candy-
eater, 418. Victorious over the woodchuck but vanquished by the bumble-bees, 418. Abashed
by the elephant, 418. The wicked flea, 419. "Circling" as a conventional diversion, 419.
Religioiis rites with the saw-horse, 419. A fetich of wonderful power, 420. Canine asceticism
gratified by head-bumping, 421. Birth and name, 421. Politically a " War Democrat " in the
stirring times of '6t, 422. Rare lapses from virtue's path, 422. Health and strength impaired
by poisoo, 422. Dislike of mirrors and bed-chambers, 423. Outward signs of seeing phantasms
and visions in sleep, 423. Deliberaieocss of retiring for the night, 423-4* Waning prestige a
token of old age, 424. Refusal to tarry in a world which might give greater esteem to " cycling "
than to " circling," 424. Exceptional toleration for the poor creature who was fated to attend
him on the final night, 4as> Dead, at the post of honor, 425. (Electro, in July, '85 ; rt,ooo
words, ind. 325 of fine type. Written, July 27 to Aug. 2, '84, and rejected by all the magazine
editors. A spedal edition of 1000 copies, on heavy paper, with cover and heliotype portrait, has
been published and will be mailed for 25 c. each.)

XXIX. CASTLE SOLITUDE IN THE METROPOLIS, 4S6-472: Rarity of
" character " in buildings, 426. Chances for self-suppression in London and New York com-
pared, 436-7. The only two modem cities whose immensity obliterates the sense of locality
and renders individual isolation possible, 427. The metropolitan spirit of impersonality illus-
trated by a quotation from Howdls, 427-8. Lightness of " social pressure " in the most-
seduded Building of the least-csnsorious city on the globe, 428. Description of it, as " Chrysalis
College,** in Theodore Winthrop's novel of 1861, 428^^ Report by T. R. Aldrich, in 1866, 430.
Three other accounts, in 18S0, 431. History of Washington Square, with Henry James's sym-
pathetic picture of it as " the most delectable," 432. The Nation^ accurate description of the
Square, io 1878, 433- Its corner-stone laid in 1833 and its chances of endowment destroyed by
the business panic of '37, 433-4. Pictures and statistics of the Building, in various standard
works, 434. A more massive and imposing collegiate pile than had previously been known in
the Western Worid, 434-5. Dream of the founders about a " non-sectarian combination " up-
held by the influence and cash of several powerful sects. 435. Popular confusion of identity
between the '* University of the City of N. Y.," the " University of the State of N. Y.," the
"College of the City of N. Y." and that other and largest college in the dty which is called a
university by its friends, 436. No hope of prcal endowments, but no fear of actual starvation,
436-7. A meritorious institution, but dwarfed by the shadow of a mighty name, 437. How the
two hundred students and instructors, who daily throng its halls, serve as a cloak for the identity
of the thirty or forty permanent tenants, 418. Difficulty of espionage by day, and isolation of
the janitor by night, 438. A peculiarity which made plausible the alleged concealment of " Cecil

xvi TEN THOUSAND MILES ON A BICYCLE.

Dreeme," 438-9. Sketch of Theodore Winthrop, 439-40. The mystery of solitude protects the
Building from the incursions of the evil-minded, 440-1. As regards its relations to womankind,
441-4. " Castle " and " Custom " contrasted, 444. " Social pressure " in England, which ob-
literates individual freedom, 445-8. Testimony of Hamerton, Borrow and Kadal, 44^7' The
latter's showing why *' society " cannot exist in America, 44S-9. Relentlessness of servants'
tyranny over the wealthy, whether their environment be aristocratic or democratic, 449-50.
Evils of hotel-life, 450. Disquieting social-shadows cast by the peculiar system of street-num-
bering in use on Manhattan Island, 451-2. Fifth Avenue, as described in '85 by J. H. Howard,
jr., 453-4. Brief escapes from the " servitude to servants " gained by a resort to ihe woods, or
to the constant changes of travel, 454. The only house in the world where the yoke of con-
formity need never be worn, 454. How ihe simple savager>' of the Far West may be enjoyed,
with less expense and discomfort, by the solitary camper-out on Washington Square, 455. An
elegant and elaborate system of living also possible, without abandonment of impersonal con-
ditions, 456. The janitor and his assistants, 457-61. Contrasts pointed by " the mighty
concierge" who tyrannizes over Paris, 458-9. Lack of conveniences and of good business-
management atoned for by safety and independence, 460-1. The inspiring fiction of sole
ownership, 462, Rarity of personal contact among tenants, 463. The Nestor of the Castle,
464. Artists and college-bred men its chief admirers, 465. Pleasures of undergraduate life re-
called without its labors, 466. Peace secured at the Castle without the sacrifice of companion-
ship, 467. Hamerlon's remarks on the compensations of solitude and independence, 467-9.
Bohemianism and Philistinism contrasted, 469. Visit of the Prince of Wales, in i860, to this
'* freest spot in free America," 469-71. Analogy between the Building and the Bicycle, 472.
Poem by Robert Herrick, 472. (Electro, in Sept., '85; 31,700 words, incl. 11,700 of fine type.
Written in Sept., '84, and Aug., '85 ; see p. 710. A special ed. of 1000 copies, on heavy paper,
with cover and small picture of the Castle, has been published and will be mailed for 25 c. each.)

XXX. LONG-DISTANCE ROUTES AND RIDERS, 478-501 : Thomas Stevens
and his 8000 m. trail, of 1884-5, ^'^^^ California to Persia, 473-4 (see also pp. 570-a, for ad-
ventures of '86, in Afghanistan, India, China and Japan, completing his round-the-world tour).
San Francisco to Boston in '84, 475-80. Liverpool to Teheran in '85, 480-3. Comparisons be-
tween his three years' journey and my own three years' task of putting together this book, 483-4.
Hugh J. High's '85 tour of 3000 m., Pennsylvania to Nebraska and back, 484-6. Long ride in
'83 by Dr. H. Jarvis, 486-7. St. Louis to Boston in '85, by G. W. Baker, 487-8. Ohio-to-Bos-
ton tours of '80 and '81, 488. Illinois to Wyoming in '82, by Will Rose, 489. A July fortnight
of '84 in California, by H. C. Finkler, 489-91. Yosemite Valley trip of '85, by the Rideout
brothers, 491-2. Notable all-day runs in California, '79 to '85, 491-4- W. B. Page's summer
excursions from Philadelphia, '82 to '85, 494-9 (see also pp. 574-8 for 1400 m. tour of 'S6).
Elderly and " professional " tourists, 499. Southern trios' tours to Springfield in '85 and to
Boston in '86, 500. M, Sheriff's Manchester-Montreal circuit of 700 m. in '84, 500. E. R.
Drew's routes in Ohio, 501. W. P. Cramer's three days' straightaway, 501. (Electro, in Jan.,
'86 ; 26,000 words, incl. only 250 of coarse type. Stevens's ride to Boston, pp. 473-So, was printed
in Wheelmen's Gazette^ Jan., '87 ; and the rest of the story, pp. 480-4, 570-2, in Feb. issue.)

XXXI. STATISTICS FROM THE VETERANS, 502-580: Difficuhy of persuad-
ing men to prepare perronal records, 502-3. C. E. Pratt, 503-4. J. G. Dalton, 504-5. L. J.
Bates, 505-6. C. A. Hazlett, 506-7. W. V. Oilman, 507-8. L. H. Johnson, 508-9 (see also
5.1°. 588). J. W. Smith's tabulation of 20,000 m., July, '80, to Dec, '85, 509. R. D. Mead, 509-10.
N. P. Tyler, 510-11. H. W. Williams. 511-12. S. H. Day, 512-13. T. Midgley, 513-15. W.
L. Perham, 515. T. Rothe, 515-16. A. S. Parsons, 516-17. W. Farrington, 517-18. E. A.
Hemmenway, 517-18. B. B. Ayers, 518-19. N. H. Van Sicklen, 519. F. E. Yates, 519-20.
G. J. Taylor, 520. T. B. Somers, 520-1. J. D. Dowling, 521-2. G. F. Fiske, 522-3. E.
Mason, 523. W. R. Pitman, 523-4. H. E. Ducker, 524, I. J. Kusel, 524. A. Young, 525.
E. H. Corson, 525 (see also 577, 670-1). A. Bassett and J. G. Dean, 525-6 (see also 663-5). H.
B. Hart, 526 (see also 660, 678). My unanswered letter to C. D. Kershaw, 526. A. Ely and
W. G. Kendall, 526. Greatest American mileage in '85 : J. D. Macaulay's 6573 m. and C.

TABLE OF CONTENTS. xvii

H. Goodnow's soS^ta-t 5^7- J- Resmolds and wife, 528. W. E. Hicks*8 4679 m. m a news-
gatherer in '85, s^S^ J. W. Bell's long stay in saddle, 529. F. P. Symonds, 529. J. V.
Stephenson, 529-3a L. B. Graves, F. A. Elwell, A. B. Harkman, W. T. Willianu and E. P.
Bamham, 53a Tri. record of yiM m. in '8j. by three merry wives of Orange, 530. (Electro,
in Jan., '86; 25,500 words, ind. only 850 of coarse type. Pp. 501-7, from Springjuld H'htel-
rntmU Gazette, Mar., '86.)

XXXII. BRITISH AND COLONIAL RECORDS, 681-672 : Request that English
press-men show fair-play towards my foreign contributors, 531. E. Tegetmeier, a London
jovnafist, reports 10,053 m. covered in '83, and 46,600 m. in 13 years, 531-3. H. R. Reynolds,
jr., an Oxford graduate of *8o and a lawyer, rides 55,930 m. in 9 years, chiefiy as an economical
way of getting about, 533. " Faed,*' a wood-engraver, deaf and near-sighted, enjoys a daily
open-air spin for 3 years, with only 75 exceptions, and makes a total of 19,388 m., 534-5. H. R.
Goodwin, a Manchester jeweler, ukes a 19 days' tour of 2054 9., 535-7. J. W. M. Brown, a
Lincolnshire fanner, rolls up 53,343 m. in a decade, 537-8. H. J. Jones, of the Haverstock C.
C, coven 3600 m. of separate road, in a 3 years' record of 16,016 m., 538-40. Alfred Hayes, a
London leather-dealer, reports 30,000 m. in 9 years, incl. 15,000 m. on a single 46-in. bicycle and
more than 160 sucoessive Sunday rides, 540-1. R. P. Hampton Roberts's 16,060 m. of wheeling
in 7 ycfus, tabulated by months and supplemented by other mileage records of the Belsize B. C,
541-3. Reporu from H. T. Wharlow, 23,325 m. in 6J years; C. W. Brown, '7,043 m. in 4
years; and W. Binns, a Salford draper, 22,147 "*• in ^\ years, 543. Monthly table of 12 years'
ri«*i«»Kf 40,3 «9 "»•» by Rev. H. C. Courtney, Vicar of Hatton, 544. Seven years' record, 20,700 m ,
by J. S. Whatton, ex-capt. Camb. Univ. B. C, 544. F. Salsbury's 36 monthly tables of
■7.499 m. in '8s-'84, 544-5- "Average accounts " from F. W. Brock, of Bristol, and G. H.
Rosbworth, of Bradford, 545. Inexpensive 1 100 m. tour in '85 of a Glasgow University grad-
uate, Hugh Callan, who won the Tit'Btis prize of $250 in '86, for best story of cyding experi-
ences, amd who intends to print a book about them, 545-6. Diary for a decade, 14,107 m., of an
Irish country gentleman, Wm. Bowles, 546. H. Etherington, projector and proprietor of
WkeeliHg^ 546-8 (see also 689-90). H, Sturmey, editor of the Cyclist, 548-9 (see also 690-2). A.
M. Bolton, author of " Over the Pyrenees," 549. C. Howard and R. £. Phillips, compilers of
raote-hooks, 55a G. L. Bridgman, S. Golder and G. T. Stevens, 551. Tour in '83, London to
Pesth, of Ivan Zmertych, a young Magyar, 551. Hugo Barthol's drcuit of 2750 m., June 8 to
Atig. 31, '84, Saxony to Naples and back, 551-2. Road-riding reports from France, Holland
and Hungary, 552-3, 558. Fadle-medal riders of '84, 553. Liverpool long-distance men of '85,
553- Notable rides in '85 by C. H. R. Gossett, Mrs. J. H. Allen, and others, 554. London-
to-Bath annual winners, '77 to '85, 554. Record of tours and races to and from John O'Groat's,
*73 to *86, 554-7. Wonderful cros»-country wheeling by G. P. Mills, 556-8. Daniel's long tri.
ride in France, 558. AUSTRALASIAN REPORTS, 668-570! Day's rides of room, in
Victoria, 558-9. Tours of the Melbourne B. C, '79 to '84, 560. Tours by Adelaide and Bal-
larat dob-men, '84 and '85, 560-1. W. Hume's circuit of 530 m. in '83 and straightaway of
583 m., to Sydney, in '84, 561. Day's rides of 100 m., to close of '84, 561-2. Tri. tours in '85
by young ladies of Ballarat and Stawell, 56a. G. R. Broadbent, a grandfather, wheels 17,600 m.
in 3 years, 56a. R. O. Bishop's 3 years' record of 13,352 m. in Victoria and Tasmania, 563.
Milage of T. F. Hallam, P. J. Bowen, and other riders of Hobart, 563-4, J. Copland's '84
tri. tour of 13S2 m., Sydney to Melbourne and back, 564.5. S. to M. bi. rides by A. Edwards,
G. L. Budds and J. F. Rugg, 565-6. The longest straightaway trail in Australia, 670 ro.,
Stswdl to Sydney, made in Mar., '86, by M. Thomfeldt and C. H. Lyne, 565-6. New
Zealand** advantages for cycling, 566-7, 570 (see also 652). J. F. Norris's account of 242 m.
lour in *iz, and of 100 m. riders in '84, 567. J. Fitton's 700 ro. tour at the dose of '83, 567-8.
Long rides from CHiristchurch- by H. J. Jenkins and F. W. Painter, 568-9. W. H. Lang-
down's 13 months' record of 8940 m. on a single bicycle, including a tour of 558 m. in the
aatomn of ^85, 569-70. Guide-books f6r the Antipodes, 570 (see also 695-6). Conclusion of T.
Stevens's roond-the-world tour : Persia, Afghanistan, India, China and Japan, Mar. to Dec,
*^% 5y<«- (Pp. 530-53 were ejectrotyped in Feb., '86; pp. 554-69 in Nov. ; pp. 570-a in Jaa.,

XX TEN THOUSAND MILES ON A BICYCLE.

Oct.,6s— 2013 ; Nov., 82 — 2095; Dec, 177 — 2272; Jan., 1 12 — 2384; Feb., 113 — 2497; Mar.,
149—2646; Apr., 139 — 2787; May, loi — 2888; June, 87 — 2975; July, 128 — 3103; Aug., 46 —
3149; Sept., 43— 319a; Oct., 37— 3229; Nov., 35— 3264; Dec, 54— 33 '8; Jan., 39— 3357;
Feb., 25—3382 ; Mar., 36—3418 ; Apr., 108—3526. From May i to Dec 31, *86, there were 50
accessions, at $1.50, raising the total of the "autograph edition " to 3576. (Electro, in Feb.,
*86 ; about 19,000 words. See pp. 794-6, for supplementary list of aoo names.)

Xl. DIRECTORY OF WHEELMEN, 765-799: Names of 3200 subscribers,
grouped according to residence-towns, which are alphabetized by States, in the following geo-
graphical order : Me., 15 towns, 45 subscribers, 765 ; N. H., 14 t., 50 s., 766 ; Vt., 14 t., 47 s.,
766; Mass., 89 t., 341 s., 766; R. I., 5 t.,2os., 769; Ct., 32 t., 171 s., 769; N. Y., 106 t, 67c
% , 770; N. J., 55 t., 257 s., 776; Pa., 96 t., 38a 8., 778; Del., 2 t., 4 s., 781 ; Md., 8 t., 81 a.,
781 ; Dlst. of Col, 2 t, 37 s., 782 ; W. Va., 4 t., 6 s., 782 ; Va., 10 1., x^ s., 78a ; N. C, a t.,
6 s., 782 ; S. C, 2 t., 4 s., 7S2 ; Ga., 4 t., ti s., 782 ; Fla., 2 t., 2 s., 783 ; Ala., 4 1., 12 s., 783 ;
Miss., 3 t., 4 s., 783 ; La., t t., 5 s., 783 ; Tex., 6 t, 9 s., 783 ; Ark., 2 t., 7 s., 783 ; Tenn., 3 t.,
26 8., 783 ; Ky., 15 t., 53 8., 783 ; O., 48 t., 154 s., 784 ; Mich., 21 t., 66 s., 785 ; Ind., 21 t., 60
»., 785 ; m., 25 t., 116 s., 786-7 ; Mo., 8 t., 25 s., 787 ; la., 14 t., 20 s., 787 ; Wis., tt t., 16 a.,
787; Minn., 13 t., 22 s., 787; Dak., 3 t., 5 s., 788; Neb., 2 t., 2 s., 788; Kan., 14 t., 21 s., 788:
(Ind. Ter., o); N. Mex., i t., i s., 788 ; Col., 4 t, 9 s., 788 ; Wy., 3 t., 9 s., 788 ; Mon.. 3 t.,
6 8., 788 ; Id., 2 t., 14 s., 788 ; Wash., 3 t., 3 s., 788 ; Or., 8 t., 28 s., 788; Utah, 2 t., 7 a., 788 ;
(Nev., ot.,os,,789); Ariz., i t., t s,, 789; Cat., 9 1., 2a s., 789; Ontario, ax t., 79 s., 789; Mani-
toba, It, I 8., 790 ; Quebec, i t., 5 s., 790 ; New Brunswick, 2 t., 6 s., 790; Nova Scotia, 9 1.,
37 8., 790; Bermuda, 3 t., 5 s., 790; Mexico, 1 1., i s., 790; England, 61 t., 138 s., 790; Scot-
land, 6 1., 12 8., 792 ; Ireland, 5 t., 7 s., 792 ; Continental Europe, 9 1., 9 s., 792 ; Asia, 4 t.,
4 s., 792 ; Australia, 12 t., 86 s., 793 ; New Zealand, 5 t., 24 s., 794. Supptetntntary List 0/
SMbscrihets (Feb. to Nov., '86), 794-6. Trade Directory: Alphabetical list of 122 subscribers
in whose offices this book may be consulted, 796-7. Geographical list of the same, 798-9.
(Electro. March to May, *86, except last six pages in Nov, ; 22,000 words.)

XLI. THE LAST WORD, 800: Pinaforic chant at the League's first annual ban-
quet, Newport, May 31, '80. (Electro, in Nov., *86; 100 words.)

A summing-up of the estimates for the 41 chapters shows a total of 585,400 words, whereof
362,400 arc in fine type (** nonpareil **) and 223,000 in larger type ("brevier **). I have esti-
mated the latter at 600 words to the page (44 lines of 14 words each), and the nonpareil at 900
words .to the page (53 lines of 17 words each), except that the 66 pages devoted to sulncribefs'
names have been credited with 18,400 words less than the latter estimate would give them.
The half-dozen blank lines at the top of each chapter, and the short blanks at ends of pant-
graphs, are fully offset by the repetitions of chapter-titles at the tops pf pages. Owing to the
great number of abbreviations in last ten chapters, I think their number of nonpareil words ex-
ceeds the estimate, — for my actual count of p. 497 revealed 1088 words. On the other hand,
the brevier words may fall a trifle short of the estimate, — for actnal count of p. 3 58 revealed only
573- My printers have charged me with 372 brevier pages ; and a multiplication of that num-
ber by 600 shows 223,200 words, or almost exactly the result gained by adding the chapter esti-
mates. Of the 311,600 words in ftrat 29 chapters (472 pp.), all but 92,600 are in brevier; while,
of the 27S>Soo words in last 12 chapters (328 pp.), which may be classed as an appendix, only
4000 are in brevier. My own road-reports and wheeling experiences are almost all indnded in
the x8t,ooo brevier words of the first 26 chapters (390 pp.), which also contain 77,000 nonpareil
words, mostly given to others' reports and general information. In Chaps. 30-33 (pp. 473-590)
are 104,850 words, almost wholly given to others' perronal statistics ; and Chaps. 34-37 (pp; 591-
699) contain 97,550 words of general information. Of the 273,^00 words in last 12 chapters, the
29,400 in Chap. 38 are the only ones personal to myself. Adding these to the 6800 brevier
words of Chap. 27, and the i8r,ooo before specified, gives a total of 217,200 words which refer
m acme way to my own wheeling. Even if the r 1,000 words about " Curl," and the 20,000
brevier words about " the Castle," be charged to me as " personal," my entire share in the book
rises to only 248,200 words, which is much less than half its text (585,400).

GENERAL INDEX.

Chaptbk-Titlss are printed in small capitals aVid followed by Roman numerals referring
to Table of Contents, where full analysis of chapter may be found. References are sometimes
given in the order of their importauce, rather than in numerical order. Such States of the
Union as are not named here are indexed among " The United States," p. IviiL Other special
indexes are made prominent by full-faced type.

AbbrevlatloitB of iha U. S., with index for
each Slate, hriii.

Abstinence from fire-water and tobacco, Cases
of, 62. 128, 532, 537, 544-

Accidents {see " Incidents '*).

Address-list of 28,000 American cyclers, 661.

Advertising, Exclusion of from book, for sake
ctf impartiality, 714; specimens of calendars
and catalogues, 679 ; rates in cycling papers,
656, 696. {See " Free advertising.")

Aftkr Bksii (Teises), 15.

Agriculture as a basis of prosperity, 301.

ADegory of the New Year, "1869," 391.

Alnwick Castle, Bone-shakers at, 391, 404.

"Amsteniism '* as defined by L. A. W.,
6»4, 633 ; by A. C. U., 63a ; by C. W. A.,
635 ; by N. C. U., 638. Folly of attempted
aodal distinctions in racing, shown by
Wketimg and J. R. Hogg, 628. Expul-
sion of all the swift racing men as social in-
feriors, 629, 649. Supporters of the scheme
satirized by the London Baij 6jo.

"American CyeUsti* Union" (A. C. t7.)t
62S-33 : Advent of, as a refuge for the
League's expelled " amateurs," 631. Con-
stitution, officers and government, 631.
Definitions of social standing, 632. Scheme
for an " international alliance " of racing
men, 633.

American Division of C. T. C, 636, 642-4.

Anecdote of Gen. Grant, 724.

Answers for the curious, 4.

Architecture of Fifth Avenue, 453 ; of the
University Building, 428-34.

Aristocracy in America, 396, 448, 453.
i Artists and ilinstrations, 258, 268, 270, 271,

a79. 366, 39«>*>, 397, 407, 656-60, 662, 665-
7S. 679*>» 683-93-

A«iA, T. Stevens's ride across, 480-3, 570-2.

Asphalt pavements, Superiority of, 584, 588.

Australia, 558-66 : Books and papers, 570.
"Cyclists' Union," 652. Journalism, 696.
Road-races, 559-64. Subscribers to book,
558, 706, 793-4. Touring, 560-6.

Austria: C. T. C. Members, 636-7 ; roads,
4S1, 55»» 55^.

Authors and Books quoted by me, Index
to, Ixxvii. ; Reciprocation and corrections
asked for, 7 18.

Autobiographies of Wheelmen, 473-573 \
My difficulties in procuring them, 502-3 ;
Index to, Ixxi. Index to my own autobiog-
raphy and history of book, Ixxix.

Autumn scenic impressions in my 1400 m.
tour, 299-305.

"Average man," My attempts to report
wheeling of and for the, 502, 531.

Badges: C. T. C, 639; C. W. A., 635;
Central Park, 94, 585 ; L. A. W., 616 ; N.
C. U.,650.

Baggage-carrying, 13, 17, 308, 384.

Baggagemen : awed by nickel-plate, 20 ; Civil
treatment of, 597; Fees for, 86, 96, 221,
596 ; Remedy for extortion, 595, 59S.

Bags objectionable on a bicycle, 17.

Bartlelt's (Gen. W. F.) manly message of
forgiveness to the South, 386.

Basaltic columns at Orange, 174.

Bates (President), on political power of
League, 621 ; on reform of League govern-
ment, 626 ; on racing and amateurism, 629,
633. Biography of, 505-6.

Bath-tubs and quiet bed-rooms in country
hotels, A plea for, 614.

Battlefields, Monuments and Land-
marks : Annapolis, 285. Anlietam, 384.
Bergen, 169. Blue Lick Spring, 233. Brook-
lyn, 158. Bull Run, 375. Centerville, 374.
Clinton, 132. Fisher's Hill, 345, 383. Forts
Lee and Washington, 72. Gettysburg, 385-6.

xxu

TEN THOUSAND MILES ON A BICYCLE.

Goshen, 143. Great Bethel, 439. Green-
wich, 139. Harper's Ferry, 241,384. Jer-
sey City, 16S. Lake George, 185-7. Leete's
Island, 132. Lexington, 103, 386. Morris-
town, 163. Newburg, 171. New York, 158.
Perryville, 228. Saratoga, 186. Sharps-
burg, 384. Sheffield, 147. South Mount-
ain, 23S. Springfield, 127. Staten Island,
158. Tarrytown, 76. Ticonderoga, 186.
West Springfield, 127. While Plains, 74.
Winchester, 345, 383. Wyoming, 2aa
Yonkers, 78.

Bays and Gulfs, Index to, Ixi.

Bed-bugs at the " danger-board hotels of the
C. T. C," 639-41 ; at the Mar>'land canal
house, 239 ; in Australia, 566.

Bed-rooms, Sunlight, quiet, good air and bath-
tubs wanted for, 6oa, 612, 614.

Beginners, Books of advice for, 678.

Belgium : C. T. C. members, 656. Cycling
Union, 651, 700. Free entry for cycles, 599.
Journals, 699. Tours, 522, 546, 549.

Belts, My dislike of, 18, 22.

Bermuda, The Coral Reefs of, 353-70,
»iv., 592, 790.

Bicycles, Index to makes of, Ixxviii.

Bicycling : as a bridge to social intercourse,
5, 14, 729; as a chance for character-study,
3i 5i <o> x'i 729; ^3 ^ cui^ ^^"^ malaria,
292, 308 ; as an introduction-card, 14, 730 ;
as a solace for the solitary, 14, 34, 255, 309,
729 ; as a source of health, 53, 258, 278, 295,
537, 565, 685-6, 688 ; as a token of sincerity,
14, 7or, 729. Business advantages of, 501,
S07> 5*<^> 534f 528. Cost of four years, 41.
Elation in long-distance riding, 303. Enthu-
siasm for. Unique power of the, vi., 484, 705.
Freedom, the distinctive charm of, 255, 472.
Gracefulness of, 6.

Biographies, Index to contributors', Ixxl
Birthday Fantasib (verse), 22.

Birthdays, Index to, Ixxi. Request for,

717.8.
Blue Ridge in a thunder-storm. My four-mile

descent of the, 380.
Boat-race management at New London, 130.
Bonb-Shakbr Days, 391-406, xi v., 523, 541,

543 • 547-
Book of Mine, and the Nbxt (This),

701-331, xix., Ixxxi.
Books and Pamphlets on Cycling: Lists
of American, in the market Aug. i, *86,
655. Descriptions and reviews of, 672-80.

Continental publications, 696-700). Englidi
books and maps, 6S1-S. Record-keeping,
Blanks for, 676-7. Index to all the fore-
going, Ixxiv. Index to authors, publishers
and printers of the same, IxxvL

Books quoted or referred to by me. Index to
non-cycling, Ixxvi. ; index to authors of the
same, Ixxvii.

Boots and shoes, 18, ai.

Boston, Out from, 101-114, x. : Books and
papers of cycling, 654-9, 662-5, 673-80.
Clubs, 105, 767, 793. Hotels and horse-
cars, 105. Indifference to my subscription
scheme, 704, 70S. Irish sea-coast settle-
ment, 372. Landmarks, 105-6. League
parades at, 371, 616, 618. Maps and
guides, 1 12-13. Pemberton and ScoUay
squares contrasted, 104-5. Police ineffi-
ciency at, 371, 616. Prince-of-Wales pro-
cession, 471. Road-book, in, 677. Scene
of my learning the bi. (March 28, 1879), ^S*

Breeches vs. trousers as an " extra," 17, aa.

Bridges, Bicycling on the big, 87, 203, 225.

Bristed's (C. A.) admirable defense of indi-
vidual freedom, 727-8.

British and Colonial Records, 531-72,
xvii.

Brokerage in the New York Custom House
explained in detail, 368-9.

Brooklyn: Clubs, 97, 586; Ferries, 87-S,
97 ; Prospect Park, 89, 92, 585 ; Routes to
and through, 86-90.

Bugle calls and tactics, Books on, 679.

Bull Run, Luray Cavern and Gbttvs-
BURG, 371-90, xiv., 348, 350-1.

California : Danger signal against League
hotels in, 609. League road-book of, 625,
799. Touring routes, 475-61 489-94^ Wel-
come to T. Stevens, 572,

Camel-trails in Asia, 480.

Campobello, Our afternoon 00. 2701.

Canada, My Fortnight in, 3 10-32, xiii. :
A. C. U.'s claim to, 631. Cursed by cheap
hotels, 603, 320. Deplorable custonns regu-
lations, 311, 324, 575- New Brunswick
references, 265, 270, 274, 790. Nova Scotia
touring, a82-94. Prince Edward Island,
290. Quebec to Montreal, 575. Subscrib-
ers to this book, 789^^ Superiority of
roads, 297. Support of C. T. C, 636-7.
Tameness of scenery, 301.

"Canadian Wheelmen's Association'' (C.
W. A.), 633-636 : Badge and motto. 635 ;

GENERAL INDEX.

xxiu

Constitution and government, 634 ; Defini-
doDs of aodal itatus, 635; Finances and
DUfimbershtp, 635 ; Founders, 634 ; Monthly
organ, 635, 659, 669-70; Road-book, 3is-«9.
336-7, 330, 636, 677. Railroads on free
lists, S9S-

CabsIs, Index to, bdv. {JSet " Tow-path. '0

Castlb Soutudb in the Mbtmopous
(x. e., the University Building), 426-72, xv.

Catt' tieatment by dogs, 4091 4>6, 425.

Cemeteries, Index to, bdv.

Charm of bicycling, iv., t, 14, 472, 729.

Cheap and nasty hotel-system not economical,
606; condemned by C.T.C. 8ufferere,639-4o.

dargymen : Air of condescension, 727.
Prises for essays 00 wheeling, 658. Rela-
tionship to coUege foundations, 435. Tour
u Canada, 323-4 ; in Europe, 499. Veloci-
pediats in '69, 391, 403. Wheeling reports,
37«. 512, 544, 5^

Clothes, 13, 16-22, 307-8, 475, 485, 494. S**,
546, 537, 55a. 565.

cubs (index, Ixiit.) : Directory of Ameri-
can, 765-90. Drill books for, 679. Goy's
Directocy to English, 638. Formation of
proves the sociability of cycling, 14. Houses
in Baltimore, 590 ; Boston, 105, 767 ; New
York tod Brooklyn, 96-7, 586; Philadel-
phia, 5S9; St. Louis, 652 ; Washington ,590.

Coaching on the old National Pike, 243 ; as
imitated on the tally-ho, iv., 281, 396.

CbASTIHG ON THE JbKSBV HiLLS, I59-78, Xl.

OoUeges (index, Ixii.), as abodes of the only
real aristocracy in America, 396 ; Conduct
of yooth at N. Y. U., 429; Endowments,
435*7; Finances of , 437 ; Newspaper treat-
ment of, 397 ; Religious control of, 435.

(Colombia CoUege, References to, 131, si6,

436-7-
"CoLUMraA, No. 234," 35-48, X- : Axle, 37,
40, 45, 46. Backbone, 39, 40, 43. Bear-
>BS*} 37> 40, 4*' Brake, 40, 42. Bushing,
40. Cam-bolts, 40. Cranks, 36, 40, 46.
Handle-bar, 43, 45, 46, 306. Head, 43.
Hub, 40. Mileage memorial placard, 48.
Neck, 38, 40- Nickeling, 38, 40, 43- Oil
cups, 37. Overlapping, 43. Pedal-pins,
45, 47. Pedals, 37, 47. Rawhide bearings,
43, 336k " Rebuilding " plans abandoned,
47. Repairs, Cost of, 41- Rims, 45, 46, 350.
Saddles. 37, 45- Spokes, 38, 45, 46, 350.
Spring, 37, 43- Step, 39. Tires, 36, 37, 38,
47, 48. Wrecked by runaway mules, 44.

Concierge in Paris, Tyranny of the, 458.

Connecticut, Shore and Hili^top in, 129*
149, xi., 248-54 (index, 581) ; League road-
book of, 625. {See " New Haven,»» " Yale
College.")

Contents-Table, ix.-xx.

Contrasts between bicycling and other modes
of long-distance travel, 303.

Contributon' Becbrds, Index to, bcxL ;
Rules for, 717.

0>uvicts as road-builders, 355, 563.

Corduroy, Praise of, 19, 21, 307.

Costumes for touring, 16-22, 307-8, 475, 485,
494, 508, 537, 55a, 565-

Creeks and Brooks, Index to, Ud.

Curl, the Best of Bull-Dogs, 407-25, xv. ;
Allusions to, 305, 393, 471 ; Photo-gravure
of (fadng title-page).

Custom-Hoiise rules as to cycles : Bel-
gium, free entry ordered Feb. 6, '84, 599.
Bermuda, discretionary, 358. Canada, pro-
hibitory red-tape, Aug. 5, '81, 3 1 1. France,
varying practice, 599, 600. (Germany, vary-
ing practice, 599. Holland, free entry,

599. Italy, free entry ordered June 16, '85,

600. Mexico, ten cents a pound gross
weight, 600. Switzerland, varying practice,
591, United States, free entry ordered Apr.
9> 'S4> 370 ; ^i^t classed as carriage, instead
of machinery, May 29, *77» 25-

Customs officers. Experiences with, 282,311,
324. 333. 358, 368-70, 518, 575.

"Cyclists' Touring Club" of England
(C. T. C), 636-646 : "Amateurism," Defi-
nitions of, 638, 643. American support,
636, 642-4 ; allusions to, 619. Badges and
uniform, 639. " B. T. C." as first named,
615, 636, 644. Bi. World's notices of, 602-4,
643-4. Onada, Slight support given by,
636, 643. Chief Consuls, 636, 645. " Co-
operative tailoring concern," 641. Coun- •
cil of 125 is constituted, How the, 636-7.
Councilors in Apr., '86, List of, 645.
"Creed" of L. A. W. vs. C. T. C, 644.
Custom-House reforms attempted, 599, 600.
Danger-board hotels, 602-4, 639-41. Dan-
ger-boards, 643-4, 651. Divisions, Size of
the 37, 636. Executive power all lodged
in the Secretary, 64s. Finance committee,
638. Finances in the U. S.,643. Finan-
cial report of '85 analyzed, 641. Foreijcni
members, '^Amateurism " of, 638. Forgery
confessed in court by the Secretary-Editor,

xxiv

TEN THOUSAND MILES ON A BICYCLE.

IzaocuL GoMtiU^ Th« official, 641, 687, 691,
Izxxix. Government, Abstract of seventy
rules for, 637-& Handbook, 682, 637, 687.
Hotel poUcy denounced by Wheeling and
Bi. IVffrtd, 602-4, 641 ; by other sufferers,
639-40 ; tariff shown in detail, 607. Humor-
ous schemes for "a great future in the U.
S.," 643-4. " International " pretensions,
644. League tolerates C. T. C. in U. S.
only as a social sentiment, 642, 644. Life
memberships, 644. London region supplies
a third of the membership, 636. Maps, 6S3.
Meetings, 637, 642. Membership statistics,
636. Journalism denounced, by the pre-
siding judge of a London law-court, as
" the lowest and vulgarest abuse," xci.
N. C. U., Affiliations with, 638, 646, 648.
Officers, Election of, 637 ; in U. S., 645 ;
list of iu Apr., '86, 646. Publications, 638,
642, 6S7-8, 691. Quorum, 642. Railroads,
Tariff for, 598. Renewal list, 638, 688.
Representative Councilors, 636, 645. Road-
book promised for '87, 642, 687. Secretary-
Editor, Appointment, salary and duties of,
637-8 ; autocratic power of, 642 ; compla-
cency of, as to badges, hotels and Gazette^
639, 641, 691 ; portrait gallery of, 691 ; repri-
manded in court for literary forgery, xci.
State consuls in America, List of, 643.
Tailoring and trading accounts, 641. Tanff
of hotels, 607; r. r.'s., 598. Unimpor-
tant allusions, 601-8, 615-16, 619, 665, 667,
669, 681-88, 693-5, 699-7«>t 765- Usurpa-
tion of League functions resented, 644.
Voting for officers, System of, 637. Weak-
ness of perambulatory Coundl, 642. Wheels
trie's criticisms of, 602, 639, 641. Women
members, 638.

Cyclometen : Butcher, 114, 127, 135, 147,
322, 374, 482, 500, 506-8, 511, 517, 519-21,
524, 526, 528, 529, 530. Church, 524. Ex-
celsior, 128, 138, 189, 508-11, 524, 528, 666,
714. Hernu, 546, 555. Lakin, 378, 50S,
524, 526-8, 797, 799. Lamson, 506. Liv-
ingston, 714. McDonnell, 138, 149, 237,
348, 335, 3^> 484* 50S. S09> 5io> 5>if 5i2>
513, 5»5-7. 5«9-»o, 524, S27-30» 553. 569. 575»
714. Pope, 24, 135. 5o8» 5". 5»3i S»7i Sao,
523, 581. Ritchie Magnetic, 172, 507, 511,
523. Spalding, 499, 508. Suntoo, 508.
Thompson, 517, 533. Underwood, 508.
Wealemefna, 533, 532.

DisUnces, " U. S. Army " Table of, 680.

D«lftWftre (index, 589).

Denmark : C. T. C. members, 636-7.

Directory of Whebumbn, 765-99{, xx.

DlBtrictof ColumbU (index, 590).

Dog as a companion in touring, 562, 565.

Dogs, Anecdotes of, iu biography ol *' Curl,
the best of buU-dogs," 407-25.

Down-East Fogs, In the, xii., 255-81.

Down-Elast tours of '84-'85, 573-4.

Drill books for bugle, tactics and singing, 68ow

Electrotyping, Dates of, ix.-xx., 710.

England and tho English, 444^8, 530-69,
636-51, 688-96, 790-94. "Amateurism "
satirized by the Baty 6sp. Aristocracy in
the newspapers, Treatment of, 396. Auto-
biographies of wheelmen, 531-45, 547-58.
Book of bi.-tour made by Americans in
'79* 673. Books and pamphlets on cycling,
68i-8. Class distinctions, 446-7. Conven-
tional attempts at " naturahkesa," 448.
Crystal Palace dog show of '72. 405. Cy-
clists' Touring Club, 636-46, 681 («r# spe-
cial index, '* C. T. C"). " Danger-board
hotels' of C. T. C," Testimony of sufferers
at, 604, 639-41- Diet of tourists, 537, 544.
Evolution of bicycle from bone-shaker, 402.
Halifax has an English atmosphere, 292.
Hogg's (J. R.) exposure of "amateur-
ism," 649. Humor in wheel literature.
Ideal of, 693. Individuality, Obliteration
of, 445-8. Journalism of cycling, 547-8,
688-95. 706. Land's End to John O'Groat's,
536, 554-7' London, 426-7, 436 (j»r spe-
cial index). Longest 19 days' ride, 535-6.
Longest year's record, 53 1-2, 558. Manners
and customs in social life, 444-8. Maps,
681-7. ^y '76 tour which never took place,
406. Narrow-mindedness of business-men,
484. National Cyclists' Union, 646-51 (ute
special index, " N. C. U."). Newspaper
gossiper sent to jail by Lord Coleridge, 280.
Newspap>er prattle about the nobility and
gentry, 396. Prince of Wales's visit to
America, 469-71- Racing, 532-44, 547, 553-4-
Racing men. Wheeling's social classifica-
tion of, 629. Railroad and s. s. rates for cy-
cles, 598-9. . " Rights and Liabilities of Cy-
clists," Law book on, 684-5. Road-books
and guides, 550, 68 1-8. Road races, 532-44,
553-8. Self-suppression the supreme law,
445. Servitude to servants,4 44-7. Snobbery
of the middle classes shown by " amateur-
ism," 650, '• Society of Cyclists," Dr.Rich-

GENERAL INDEX,

xzv

ardaoa'a, 647. Social conditions shown by
iDo-keq>ing customs and ideals, 602; by
abosive personalities of cycling press, 695.
Subscribers to this book, Attraction of,
706; Names of, 790-a. Subscribers to
lVhe€lm€aCs GagttUy 662. Sunday riding.
Statistics of, S4«-a. "Tri, Association"
and "Tri. Union," in N. C. U., 647.
Wheeling biographies, 472-3. Worship of
wealth, 446. Wales, Touring in, 673, 681.
Yates (£.) sent to jail for libel, 280.

" Er" abetter termination than " ist," 673-4,
800L

Ebib Canal and Lakb Erib, Ths, 199-
aoS, xL

Evarts as a talker for business only, 724.

Eiemirtion from duty for tourists' cycles en-
tering the United States, How my Ber-
muda trip brought, -jfA-io.

Szpendituxes: Baggage and express, 41.
Bermuda trip, 364. Custom-House charges,*
599-600. £!t»w-breaking, 35. Elwell'stour,
357. Fees to baggagemen, 86, 96, 221, 596.
Horse-scaring in '69, 395. Mammoth Cave,
331. Nova Scotia hotels, 288, and tour,
292. Repairs of machine, 41. Riding-
dothes, 41. Scotch tourist, 546. Veloci-
pedes of '69, 400.

Fathers and sons as cyclers, 494, 517, 521,
5*4,531, 564-

FMI : A. C. U., 631 ; C. T. C, 638, 643 ;
L. A. W., 624; N. C. U., 647, 649; Bag-
gagemen, 86, 96, 221, 596; Ferries, 96;
Horse-car lines, 86.

Fifth Avenue, N. Y., 65, 451-4, 583.

First bicyde ride iu America, 330 ; in United
States, 406.

First "thousand-mile trail," 304, 532, 549,

5S«.

Food of long-distance riders, 480, 537.

Fording the New Zealand rivers, 568.

Foreign ConatriBS, Index to, Iviii.

Fortnight in Ontario, A, 310-32, xiii.

Forty Days Straightaway, 294-309, xiii.

Fotnr names for cyclers to honor, 370.

Four Skasons on a Forty-Six, 24-34, x.

France and the French: Autocratic rule
of the concierge, 458. Books and papers,
69S-9. Cycles at the custom house, 599,
6oa C. T. C. members, 636. Hatred of
originality, 468. Invention of cycling in
olden time, x. Lallement at Ansonia and
New Haven, X39>42, 394- Long-distance

rides, 5S2-3, 558. Maps, 682. Paris, Allu-
sions to, 2, 99, 280, 403, 406, 426, 448, 45S-9,
480, 545, 551, 558, 563, 611, 64s, 651, 695-9,
792. Racing free from "amateurism,"
628. Railroad rates, 599. Social ideals,
46S. Stevens's ride, 480. Subscribers to
this book, 792. Union V^loclp^dique, 651,
6;>8. Velocipeding in '68, 390, 403.
" Free Advertising " : Explanation and de-
fense of the policy, 653, 707, 718. Gained
by authors and publishers from my scheme,
6531 718; by hotels which give their best
treatment to wheelmen, 602, 607, 609, 612,
614; by hotels which subscribe for this
book, 605 ; by r. r. and s. s. routes which
class cycles as baggage, 591 ; by this book
from the cycling press, 704-9, 718-19; by
wheel literature, 653. Given by Bi. World
as League organ, 6x8 ; by the Pope Mfg. Co.
to the trade in general, 659, 679 ; by racing
men to cycles which win, 628; by T. Ste-
vens to (he trade in general, 484 ; by trades-
men to cycling books and papers, 653.
Neglected chance at Coventry, 6S4. St.
Louis sarcasms in Am^ Wheelman., 671.

" Froth and foam," Racers likened to, v.

Genealogy as a scientific study, 722.

Geographical miscellany (index, Ixiii.).

Oermany and the QermanB: Barthol's
(H.) 2S00 m. tour of '84, 551-2. Books and
papers, 697. C. T. C. members, 636-7.
Cycles at the custom house, 599. Fiske's
(G. F.) tour, 522. L. A. W. members,
617-18. Roads, 480-1, 522, 551-2. Ste-
vens's (T.) ride, 480-1. Subscribers to this
book, 792. Wheelmen's Union, 651, 697.

Ghostly wheelmen in the fog, 268.

Gloves, My preference as to, 18, 733.

Gossip, Distinctions between verbal and
printed, 280; American collegians and
English nobility lied about by newspapers
for similar reasons, 296-7.

Grandfather's cycling record of 17,600 miles
in three years, 1883-5, An Australian, 562.

Grandfather's luckless contract as a cycling-
path builder, in 1825, My maternal, 180.

Grant's (Gen.) sagacity as to personal peril,
Anecdote of, 724.

Great American Hog, The, 10, 596, 615, 621 ;
Road law for checking, 584, 680.

Greeting : to my 3000 Co-partners (verses),
xcvi.

Halifax, Pleasant impressions of, 292.

XXVI

TEN THOUSAND MILES ON A BICYCLE.

Hamerton's (P. G.) reflections on solitude
and independence, 467-9.

Haryard College : Banlett's (Gen. W. F.)
noble speech at, in 1874, 386. Buildings,
434-5' Guide book to, 1 13. Jealousy of
Yale, 35, 256. Newspaper lies about, 397.
Stupidity as to boat-race management at
New London, 131. Successful financial
policy, 437. Unimportant allusions, loi,
>03» 494» 5 Ml 658, 665, 767. Velocipeding
in '69, 403.

Hats and caps for touring, 18.

Health is won by cycling. Books showing
how, 685-6, 688.

Healtli fulness of cycling, Examples of the,
53, 258, 278, 295. 537, 565-

Hills and Mountains, index to, Ix.

Historical Statistics : Bermuda, 354-7.
Brooklyn Bridge, 86. Central Park, 92-5.
Long Island, 155. New Haven, 132 ;
Velocipeding at, 400-2. New York City,
Settlement of, 64; University of, 433-5,
437-8. Prince Edward Island, 290. Pros-
pect Park, 89. Shenandoah Valley, 346-8.
Staten Island, 155. Washington Square,

64-S. 432-4-

Hog who thinks the roads of this continent
are his private property ijue " Porcus
A mericanus ").

Holland and the Dutch: C. T. C. mem-
bers, 636-7. Cyclers' Union, 651, 700.
Free entry for cycles, 599. Long day's
ride, 553. Subscriber, 792. Tour, 532.
Wheel literature, 700.

Holland (Dr. J G.) as " the American Tup-
per," Carl Benson's exposure of, 728-9.

Honor these four ! 370.

Horseback traffic in Kentucky, 226 ; traveler
in Europe beaten by bicycler, 558.

Horses, Cyclers' treatment of, 10 ; Runaways
never caused by my bicycle, 57; Various
allusions to, 237, 293, 321, 380, 395, 529,
566, 571.

Hotels, The Question of, 601-14, xviii.,
'639-41, Ivii. : Alphabetical list of, 146. Bath-
tubs wanted at, 601, 602, 614. Clerk's in-
solence rebuked, 338. Constraint of life at,
450. Index to those named in this book,
612. Overcrowded by touring parties, 320.
Recommendations of, 201, 221, 231, 238,
331, 345, 348, 381. Where this book may
be consulted, 609. Women patrons of,
442, 450. Women waiters at, 13.

Hudson and Lake Gbokgb, 179-98, xi.

Humors of the Boad : Acadians* picnk
in the rain, 283. Astonishment at the
novel vehicle, 8, 272, 379. Australians'
greetings, 560. Binghamton B. C's coa-
tempt for my long-distance trophy, 30&
Brave passenger and his apology. The,
380. Car-drivers' repartee, 105. Cartoons
of velocipeding, 390. Coaching-club pho|og-
raphers take my back for a background,
281. Compliments from the Small Boy, 6,
'3f 48, 54- Cooking chickens in Viiiginia,
350. Diffident introductions, 3. Dogs, 18,
i40» 565. Facetiousness of the Erie canal*
lers, 8-9. Forced to mount the mail-coach,
560. Free-lunch at East Machias, 271.
Froggingin the Shenandoah, 383. Good'
bye chortle to the charmers of Calair,
266. Great American Hog, The, 10, 596,
615, 621. "Journalism" on the border,
263. Larrigans for the Blue Noses, 265.
Martinetism on Mt. Desert, 275-8. Mis-
taken for an undertaker, 195. Newspaper
lies about Rosenbluih's horse, 397 ; theo-
ries as to " riding in the rain," 263. Re^
torts courteous, 8-1 1, 265, 396, 568. Scissors-
grinding, Request for, 225. Scouring the
Connecticut River tow-path, in search of
" my lost inheritance," 180. " Watdiing
for the circus " (me in Me ), 264. Women's
wayside rudeness, 9, 11. World-wide ad-
vice to T. Stevens, 477.

Hundred mile road-race of '85 in Canada,
320-2 ; English annual, '77 to '85, 554, 534-3,
538 ; Reference to Boston, 516.

Hungarian tourists, 481, 551, 553, 79a.

Ice velocipede of '69, 404.

"Impressions'*: Bermuda, 365. Gettys-
burg, 385,-6. Hahfax, 292. Litchfield, 142.
London, 406, 425, 448. Luray, 381-2.
Mammoth Cave, 232, 381. New York
Harbor, 99. Peniberton Square, 104. To-
ronto, 318. Washington Square, 432-3.

Incidents and Accidents (^^ special index,
Ixxxiii.; also, " Humors of the Road").

India, T. Stevens's 1400 mile ride through,
in the summer of '86, 571-2.

Indiana: League membership, 617-18. Road-
book, 625. Road-reports from 5 counties,
235. Subscribers, 785-6. Tours, 479, 486-$,
519. IVhttfnutCs Record^ xciii.

Indian chief's longing, The, 295, 731.

India-rubber cloth for luggage-roll, aa ; cops

GENERAL INDEX.

xxvu

and poadies, z8, 57 ; drinking-tubes, 22 ;
ovenbocs, ai; soles unsoited for touring,
so.

Institutions, Minor Cycunc, 633-52, x.

Inventions and patents, 520, 526, 550.

IPBlaiid and the Irish: Author in Amer-
ica, 674. Boll-dog fanciers, 406, 409. " C.
T. C hotels " denounced, 640. Dublin and
Killamey," Faed*s " trips to, xcv. Journal-
ism, 654, 695. Maps, 6S2-3. Members
of C. T. C, 645-6, 688. Pamphlet of
tour in England, 686. Racing governed by
I.e. A., 652. Road-guides, 685. Soldiers
in our civil war, 422. Straightaway ride,
by W. M. Woodside, 499. Subscribers,
72a. Touring report, 545. Wheeling static-
tics of W. Bowles, 545. '

TllMldB, Index to, Ix.

'* 1st " inferior to '* er " as a verbal ending,
673-4. 669, 800.

It^: Barthol's (H.) tour, 552. Bohon's
(A. M.) tour, 549. Cycles at the Custom
House, 600. Raihvad rates, 599. Sub-
scribers, 792, 798. Tricycling in, Pennells'
book of, 530, 687. Wheel literature, 700.

Jafpan: Suvens's tour, 572. Subscriber,
79».

Jonnudism of the Wheel, 654-700. Alpha-
betical index to all cycling and sporting
papers quoted or referred to in this book,
hadL Americanpressof '86, 661-72. Argu-
ment for free advertisement of it, 653-4,
and by it, 718-9. Ausvalian papers, 696,
570. Belgian papers, 697. Bound volumes
for libraries, 662-3 r 69 r . Circulation , State-
ments and opinions about, 654, 656, 659,
661, 665, 669-70, 691, 693-4, 697, 707.
'* Consolidation,'' Fallacy concerning, 659,
668, 6^. Dutch, 700. Editors, Sugges-
tions to, 7 (9b English press, Sketch of the,
688^5, 650, 547-9 ; French, 69S-9 ; German,
697, 699; Hungarian, 697; Italian, 700;
League policy unaffected by press clamor,
6i8-2o, 630. List of 22 Am. and Eng. jour-
nals, Aug. I, '86, 654. Norwegian, 700.
OflSdal organs, 618-21, 650, 720. Personal
abuse. Specimens of, 694-5. Postal regis-
tration for second-class ratss, 619-20, 667.
*' Reading-notices,*' Ineffectiveness of,
708^, 718. Rivalry between "Coventry
ring " and " Hlutlmg crew," 690, 694-5,
547^ Spanish, 70a Sporting and out-
ode papen support cyding, 67a, 695-6.

Southern papers (U. S.), 670, 672. Supple-
mentary details. May i, 1887, xciv. Swed-
ish, 700, Touring reports less attractive
than race reports, 716. Treatment of my
subscription scheme, 704-9. Western papers
(U. S.), 660.1, 669, 671-2. Writers, pub-
lishers and printers, Index to, Ixxiii.

Jounullsm in general : Index to all non-
cycling periodicals quoted as referred to in
this book, Ixxvii. Injury of printed gossip
in "society papers," 281. Inventiveness
of local editors on the Down-East border,
263-4. Lies told " for revenue only " :
against the nobility in England, — against
the collegians in America, 396-7. Remark-
able run by my while horse's ghost of '69,
spurred by editorial scissors, from Maine
to California, 397-8. Reminiscences of six
years' Atlas-business, in holding up the
}V0ridy 720-1. Suggestions to reviewers,
viti. Tupperism and Greeleyism rebuked
by Charles Astor Bristed, 727-8.

Kentucky and its Mammoth Cavb,
224-37, «ii. (index, 590).

Khorassan and Koordistan, T. Stevens's ad-
ventures in, 481, 4S3, 570.

Lakh Gborgr and thr Hudson, 179-98, xi.

Lakes and Ponds, Index to, Ix.

Lakin cyclometer prize for 1885 mileage, 527-8.

Lallement at Ansonia, 139-41, 394.

Lanterns, 18, 516, 518.

Larrigan manufactory, 265.

Last Word, Thk, 800.

Lawyers as wheelmen, 503, 511, 533.

Lbacub op American Whbblmbn, xviiL,
615-33 : Amaieitr Athlete as official organ,
619, 667-8. "Amateur," Definition of, 624 ;
racing men expelled by the, 629. Appoint-
ment of officers, 622, 624. Bi. World as
official organ, 618, 663, 665. Badge, 616,
639. Bookmaster, 623, 627, 586. Bulletin^
Expenses and receipts of, 620, 661, Ixxxiv.
California's certificate against League ho-
tels, 609 ; road-book, 625. Chief Consuls,
617, 622, 623. Committees, 622, 627. Con-
suls, 624. "Creed" vs. C. T. C, 644.
Defalcation of Secretary-Editor, Ixxxiv.
Elections, 623, 626. English editors' at-
tempt to discredit its "time," 547, 626.
Executive Committee, 622-3, 627, Ixxxiv.
Founded on my broken elbow, 34. Gov-
emmental reform, Pres. Bates on, 626.
Hand-books, 625, 677. Hostility to C. T.

xxviii TEN THOUSAND MILES ON A BICYCLE.

C eocroachments, 644. Hotels, Policy
denounced, 6ot, 641. Hotels, Appoiutmeut
of, by diiel consuls, 624, 609.' Incorpoia- •
tion proposed, 626. Life memberships, 624.
New York Division, Electiou law and sta-
tistics of , 626. Marshals, 623,637. Meet-
ings, 623. Membership, Committee on,
622, 627 ; ^reographical statistics of , 617-18;
Mode of applying for, 624 ; Two arguments
for, 621. Officers, Duties of, 62 1-24 ; Elec-
tioh of, 623, 626 ; Meetings of, 623 ; Names
of, 626-28; Praise of, 618, 621. Offshoots:
A. C. U. and C. W. A., 628, 633. " Organ-
ship " iu '84, Bids of various papers for, 619.
Parades, '80 to *86, 615-18, 21, 225, 371.
Political power, Pres. Bates on, 62 \. Presi-
dency, Argument against " rotating " the,
617. President, 616, 622-3, 627. "Pro-
fessional," Definition of, 624. Publication
of road-books, 625. Quorum, 622. Races
at N. Y. and Boston, 616. Racing Board,
623, 627, 629-30, 633. Racing men expelled
for "amateurism," 629. Railroads class-
ing bicycles as baggage, 594. Representa-
tives, 617, 622-3. Rights and Privileges,
Committee on, 621-2, 627. Road-books of
State Divisions, 625, 677, 581-2, 584. "Rota-
tion," Protest against official, 618-21. Rules
and Regulations, Committee on, 622, 627.
Salary of Secretary-Editor, 622; of Sec-
Treas. N. Y. Div., 626. State Divisions,

622, 625-6 ; officers in service Oct. 30, '86,
627-8. Steamship routes on free list, 593.
Subscribers to this book. Names of officers
who are, 765-89. Touring Board, 623, 627.
Transportation Committee, Appointment
of, 622 ; names of, 627 ; effective work for
r. r. concessions, 591 ; neglect of the water
routes, 593. Treasurer, 617-19, 622, 627.
Unimportant allusions, 94, 113, 119, 128,
154, 176-8, 199. a*4» 242. aSi, 371, 372, 488,
493. 504, S08, 510, 516-19, 523-6, 530, 603-8,
665, 667.8, 670, 675, 693, 704-5, 715, 717,
720, 765-89, 800. Washington parade, 371.
Wheel as official organ, 619, 667. Vice-
President, 616, 622, 623, 627. Votes con-
trolled by, 615, 6a I. Voting for officers of,

623, 626, Isncxix.

T.«pil-Tender dedsion, Rejrret for the, 464.

LegiBlation against Cycling : Attempts in
Ohio, 621 ; in New Jersey, 588, 735. Com-
mon law a defense, 5S4, 615, 680. Test
case at Central Park, 93-5, 585, xc

Library of N. C. U. at London, 65a

Liidifield as a typical village, 142.

Loadstone Rock, Comparisons to, 354, 724.

Log keeping by tourists. Books for, 676.

London (*«* " England," " C T. C." and
" N. C. U.") : Books and papers of cydiog,
68 1-8. Characterization of by Co wper, 406 ;
by Dr. Johnson, 426, 436. C. T. C. takes
one-third its members from region of, 636.
Dog show of 1872, 405. Halifax as a
reminder of, 29a. Journals of cycling,
688-95, 654t 547-9* Maps, 681-2. Queen's
progress through the mob, 441- Seclusion
in. My, 405-6, 427, 471. " Secretary-Editor
of C. T. C." rebuked for forgery and vulgar
abuse, by Mr. Justice Wills, xdi. So-
ciety journalist sent to jail, by Lord Cole-
ridge, 280. Subscribers to this book, 791.
" Views " inferior to tbose of N. Y., 99,
45* •

Long - Distance Routes and Riobks,
473-So»» «vi.

Long Island and Statbn Island, 150-58,
xi. ; Road book and maps, 584, 625.

Loquot, The incomparable, 365.

I^uggage-carriers, Lamson and Z. & S., 17,
22, 45, 714.

Luray Cavern, Praise of, 381-2.

Macadam in the U. S., The first, 24a ; Primi-
tive mode of' applying it on the Shen-
andoah pike, 345.

Macliines, Breakage and repairs of, 37-41, 4S7,
492, 496, 498. Guides to, 550, 67s, 683-7.

Maine (index, 573), Touring party in, 255-81.

" Maker's Amftteun " : Expulsion of by
L. A. W. and N. C. U., 629-30, 648MJ.
Qassed as "promateurs" by A. C. U.,
632. Definition of, 632.

Makes of bicydes and tricycles mentioned
in this book. Indexes to, IxxviiL

Malaria cured by bicyding, 295, 308.

Mammoth Cave of Kentucky, 231-2, 387-2.

Manhattan Island, Geography of, 64 ; En-
trance to, 84. {Se« " New York City.")

Maps: Adirondacks, 187, 211. Berkshn-e
Co., Ms., 112. Boston, 113. Brooklyn,
99,584. Buffalo, 58S. Canada, 331. Cat»-
kills, 187. County, 99, 1x2, 177, 187, 6Sa.
Connecticut, 99, 112, 113, 148, 177, 393.
England, 6S1-7. France, 682. Ireland, 683.
Kentucky, 590. Lake Geoi^, 99. Loo-
don, 681-2. Long Island, 99, 154, 584, 625.
Maine, 575. MassachuaettSp 122-13, >76.

GENERAL INDEX.

zxrx

Ml Desert, aSi. New Brunswick, 331.
New England, 1 13, 33 1. New Hampshire,
577. New Jersey, 100, 159, 176-7, New
York City, 100. Nova Scotia, 393. Ohio,
615. Onurio, 331. Orange, 175, 584,
5S8. Rhode Island, 581. Scotland, 681-3.
Spn'nRfi^ld, 126, 254, State, 112. Staten
I»!and, 99, 158, 625. Vermont, 578. Vir-
ginia, 352. Westchester Co., 99, 100.

If ftps Ful>liahed by Adams, 100, 1 13, 1491
«77, 33»»35»-5- Barkraan, 584, 625. Beers,
99, 126, 14^^, 174-5. 177. 187. 577- Bradley,
254. Bromley, 176. Collins, 683. Collons,
99. "3,«49. 158. »77. »S7, 293. 33'. 352,
575, 577. 579. 58>, S90- Cupples, Up-
ham & Co., 112-13. Gill, 683. Heald,
154. Jarrold & Co., 6S3. Johnson, 352.
Knight ft Leonard, 245. Letts, 681-2.
Mason & Payne, 681-2. Merrill, 198.
Paul ft Bro., 5SS. Philip ft Son, 682-3.
Smith, 176. Steiger, 100. Stoddard, 187,
211. Taintor, 19S. Walker ft Co., 113,
126. Walling, 576. Watson, 154.

Massachusetts (index, 579) : Road-reports,
101-28. General Bartlett's message, as the
representative soldier of, 386. Algernon
Sidney's motto variously interpreted, 386,
466. Myself as a native of, 367, 372, 722.

May Fourth, 1887 (verses), xcvi.

Medals for long-distance riding, 553, 559, 562.

Medical men*s experience in wheeling, 510,
523 ; testimony for, 62, 658.

Memorial tributes to Gen. Bartlett and Maj.
Wlnthrop, as typical Yankee heroes in the
civil war, 386, 439.

Mezieo : Cycles at the custom house, 600 ;
sabscribers to this book, 790.

Mileage statistics, Annual( American), 503-30 ;
(Australasian), 562-9; (English), 531-5S.

Misprint of price (#1.50 for $2), 732, 734, 799.

Mistresses and wives, 442-4.

Konntain PealEs and Banges, Index to,

lix.
Mt Desert, Two days' wheeling on, 275-9.
Mules' perversity, 9, 44, 199, 208, 379.
Music and songs for wheelmen, 679, 686, 693.
X7 Autobiography, Index to, Ixxix.
My bull-dog's life and adventures, 407-25.
My prize essay (which didn't take the prize),

" Oh thb Whbbl," 1-14, 657-8, 702, iii.
" My Second Ten Thousand," Proposals for,

716-7, 211, 501, 573, 590.
Mr 234 RiDSS 00 " No. 234," 4^3. x.

Nadal's (E. S.) impresnons of social life in

London and New York, 447*9.
Names: Alphabetical lists of 1476 persons
mentioned in the main text of this book,
Ixv.-lxxi. ; of 3400 subscribers, 734-64, 794-
6 ; of 3482 towns, Ixviii.-lxxviii.
•* National Cyclists' Union" of Xngland
(N. C. UOf 646-651 : "Amateurism," Defi-
nit ion of, 638 ; financial dilemma produced
by, 648 ; proposed abolition of, 649 ; vacil-
lation in treatment of, 630, 649. " B.^.,"
as first named, 647. Championship meet-
ings and gate-money, 649. Council of Dele-
gates, 647. Danger-boards, 651. Exec-
utive Committee in '86, 646 ; in '87, Ixxx. ;
functions of, 648 ; logical criticisms of, by
J. R. Hogg, 649; threatened libel-suits
against, 630, 649. Financial gains in '85
and losses in '86, 648. Libel suits, Danger
of, 630, 649. Librarian's appeal for dona-
tions, 650. Local Centers, officers of , in '84,
646 ; finances of in *86, 648 ; functions of,
648, 65 1. Medals for record-breaking, 65 1 .
Membership, 647 ; Dissatisfactwn of, 649.
Mismanagement of '86 races, 648. " Ob-
jects" officially defined, 647. Officers, Elec-
tion of, 647 ; Names of, 646, xciii. Publi-
cations, 650. Quonim, 647-8. Races of
*86 mismanaged, 648. Racing-register pro-
posed, 649. Record-medals, 651. Refer-
ence library, 650. Representation, Mode
of, 647-8. Reserve-fund, 648-9. Review,
The official quarterly, 650. Roads, Efforts
for improved, 647, 650. •* T. A." and " T.'
U. " absorbed, 647. Unimportant allusions,
615, 686, 693, 695. Wheeli$tg^s criticisms,
629-30, 648-51, xciii.

National Pike, The Old, 24J-3.

Natural Bridge and Luray Cavern, Sugges-
tions for visitors to, 349-51, 382, 495.

Negroes* amusement over bicycling, 272, 379 ;
dread of the medicine-men, 431; neat ap-
pearance at Bermuda, 364.

New Bnmswlek: Larrigans at St. Ste-
phen's, 265, 270. Our aftei^oon on Campo-
bello, 270, 515. Tour to St. John, 274.

New Hampshire (index, 575) : Tours among
the White Mountains, 575-7.

New Haven : Bone-shaker days of 1869 at,
391-405. East-Rock Park (verses), 136.
Lallement at, 139, 394. Plan of, 132.
Roads around, 132-3, 138, 149. Velociped-
ing at, 39«-405. {See " Yale College.")

XXX

TEN THOUSAND MILES ON A BICYCLE.

New Jeney (index, 58S): Road-reports,
159-78. State Geological Survey and Offi-
cial Atlas, 159, 176.

New South Wales: Cyclists' Union, 652.
Journalism, 564. Subscribers, 793. Tour-
ing, 564-6.

Newspaper lying, A celebrated case of, 395-8 ;
A circumstantial case, 263-4. American and
English ideals of compared, 396-7.

Newspapers as factories for the making and
l|>readiug of gossip by steam machinery, 281.

Nbw York City : 64-100, x. ; 426-72, xv.
(index, 5S2) : Appletons' Dictionary, 100.
Artists' studios, 430. Battery, 98. Big
Bridge, 86. Blackwell's Island, 69. Books
and papers of cycling, 584, 654-5, 665^, 674,
677. Brooklyn, 87-90, 97; Central Park,
67, 93f 95. 585- Club-houses, 96-7, 586,
772-4. Directories, 100. Elevated r. r.,
98, 584. Fees on horse cars and ferries,
86, 96. Ferries, 8x, 85, 87, 88, 91, 168,
583. Fifth Avenue, 65, 451-4, 583. Fort
Lee ferry as entrance, 84. Geography,
64-5. High Bridge, 70, 583. HoteU and
restaurants, 611. Lightness of "social
pressure," 427-8, 448-9. League parade
and banquet, 617. Maps and guides, 99-100.
Novelists' limitations, 448-9. Obelisk, Erec-
tioiwof the, 465. Pavements, 66, 5S4. Police
rules, 67, 452. Prince of Wales's visit,
469-71. Public spirit, or " sense of local-
ity," Lack of, 427, 436. Races of League
in '81 a failure, 616. Restaurants, 611.
Sidewalks, 67. Social life, Limitations of,
448-52. Storage, of wheels, 86, 96. Street-
system, 65, 451, 586, Subscribers to this
book, 772-5. "Thirtieth Street," Con-
trasted ideals of, 45»- Trade addresses,
100. Views from Trinity spire, 99. Veloci-
peding in '69, 403. WJuePs support of my
canvass, 704-8.

New York State (index, 582) : Road-re-
ports, 150-8, 179-223, 246-8.

New Zealand : " Cyclists' Alliance," 652.
Journalism, 696. Population, railroads and
telegraph, 570. Subscribers, 794. Touring
and road-ridinjr, 567-70.

Niagara and Some Lesser Waterfalls,
209-223, xi., 202, 586.

Nickel plate, Advantages of, 19-22.

Night riding, 493» 498, 5»6, 533. 537. 539,
553-«.

Norway : Cycling paper, 700 ; touring, 549.

Nova Scotia and the Islands Bbtond,
282-94, xii.

Obituary of Cola E. Stone, 323.

" Object-lessons " in long-distance toon,
301-3 ; in neat riding costume, 19^

OceanB and Sounds, Index to, IxL

Ohio : Attempted legislation against cycling,
621. Cycling monthly, 526, 660. League
books aud maps, 625, 677. Mileage re-
ports, 526. Railroads, 594. Touring re-
ports, 245. 479. 488. 5o». 5»9-

Omnibus roof-riding, 99, 406, 584.

Ontario, A Fortnight in, 310-32, ziii.
{Set " Canada.")

Outside Dog in the Fight (verses), 412.

Parades of League, 615-18; badly managed
at Boston and Washington, 371; Cincin-
nati velveteen at Chicago, 224.

Paria : Autocracy of the concierge, 458-9.
Cycling literature, 69S-9, 792. The invisi-
ble countess, 280. Velocipeding in '68, 390^
403, 406. " Views " and " fickleness " con-
trasted with New York's, 99, 586.

Park Commissioners, Contests with N. Y.,
92-95, 585-6, xciii.

Parks and Squares. Index to, Ixl

Patch (Sam) at Genesee Falls, 215.

Pathology : cramps, 59-60 ; fxces, 307, 536 ;
fever, 552 ; saddle-soreness, 307, 537 ; thirst,

63. 537-

Pennsylvania (index, 589) : Scenic impres-
sions of my autumn ride across, 302-3, 341-4.
Senator Cameron as a phrase-maker, it.
{JSte " Philadelphia.")

" Personal " quality of the wheel, as regards
its rider, 592.

Personal statistics, Spedmens of, 473-572 •
Request for, 717.

Personifications: Bicycle, 246. Church,
324, 447. Custom, 444, Death, 254, 259,
732. Devil, 8, 482. Evil One, 401. Fame,
465, 728. Fate, 45, 62, 92, 396, 731. For-
tune, 380. Freedom, 472. Globe, 304.
God, 481. Government, 447. Justice, 459.
Life, 44, 472, 733. Memory, 136. Moon,
444. Nature, 25, 54, 63, 303, 38a. Nep-
tune, 364. New Year, 390, 399. North,
386, 439. Old Year, 391, 590. Past, 309.
Providence, 457. Safety, 505. Saw-horse,
420. Scythe-Swinger, 725. Seventy, 44.
South, 385, 386. Sun, 444. Time, 391,
465. 47*. 656, 725. Truth, 63. Universe,
304. Velocipede, 401-4.* West, 386.

GENERAL INDEX.

XXXI

k nained in this book, Index to 1476
(exduuve of the 3400 subscribers named
OB pp. 734-99) J Ixv.-btxi.
Philadelphia: "Association for Advance-
ment of Cycling,'* 5S9. Books and papers
of cycling, 654, 660, 674. Riding routes,
"64, 377» 3^8-9. 495. 497. 499* S^a.

Thiliwophical and Social (index, Ixxxi.).

Photograptiing, Ainateur, 260, 369, 371, 546.

Pictures and sketches, 379, 475, 493, 5341 SP*
556, 656-60, 662, 665-75, 683-93-

Poetry and Venos (mv *' Quotations ") :
iCneas to Dido, 305. After Beer, 15.
Apostrophe to the Wheel, 346. Birthday
Fanta«e, A, 33. Boating at Bermuda,
353-4. 367- Bull-Doggerel, 409, 411-13,
430, 435. Carmen Bellicosum, 186. Carpe
Diem, 473. Champion Bull-Dog, 409, 4 1 1.
Cui Bono ? 309. Drink Hearty, 63. East
Rock, 136. Gather the Roaes while ye
May, 473. Greeting to my Co-partners,
acrL Holyoke Valley, 136. In the
Yacht Kulioda, 353-4, 367. Kaaterskill
Falls, a 16. Last Word, The, 800. May
Fourth, i8$7, xcvi. Outside Dog in the
Fight. The, 413. Pinaforic Chant, 800.
Qnashiboo, 444. Springt der Sam Patsch.
3 16. Sursum Corda, 701. Touring Alone,
J4. Triolet to "Two-Thirty-Four," 49.
Triumph, 304. Velocipede, 401. Wheeling
Lsuge, 309. Wheelocipcde, 39a

Political allusions, 309, 370, 386, 4>i-a> 443 >
450. 460. 464. 547. 585. 7a4» 726-7.

" Politics " : as affected by wheelmen's votes,
585, 615, 631 ; as contrasted to wheeling,
309; as related to N. Y. parks, 93, 585.

Pope Mfg. Co. : Advertising pamphlets and
calendars, 678-Sa Bi. ^<7r/</ rupture, 664.
Columbia bicycles and tricycles mentioned
in this book (index, Ixxviii.), 34-63. Offices
in four chief cities, 799. Portraits and
biographies of its president, Col. A. A.
Pope, 680; my estimate of his business-
standing and sagacity, 712, vL Prizes for
essays and pictures on wheeling, 657-8, 703.
Support of my publication scheme, 703, 711-
i3i 799* H^keglman, published by, 659-60.

Ptrau Amgricanus (the Horse-driving Hog,
who assumes the highways of this continent
as his own private property), xo, 57, 596,
615, 631 ; road law for, 584, 680, 684-5.

PMraits, Lists of wheelmen's, 675, 680,
68^6, 689, 69i> 693.

Portraits, The exchanging of, tSo.

Postage of C. T. C. GazttU, 641 ; qIL. A,
W. BuUtiin^ 619-20.

Potomac, Along thb, 338-45, xii.

Prbfacb (5000 words) iii.-viii.

Price misprinted (" $1.50 " for " $3 '*)» 73a,
734, 799-

Prince of Wales's visit to the room where
this book was written, 469-7 r.

Prize competitions. Literary, artistic, 657-8.

"Professional," as defined by L. A. W.,
624, 633 ; A. C. U., 633 ; C. W. A., 635 ;
N.C. U.,638. (^« "Amateurism.")

" Promateur," A. C. U. definition of, 633.

Proverbs : 604, 680, 703, 733, 737 ; (Latin) 63,
280, 444, 4^9, 459. 680.

Pseudonyms, Request for, 718.

Publio Buildings, Index to, Ixii.

Publishers' reciprocation and corrections
asked for, 718-9.

Qua&hiboo Bull (verses), 444<

Queensland: Cycling, 653. Subscribers, 793.

Quorum: L. A. W., 633; A. C. U., 631 ;
C. T. C.,643; N, C. U., 647-8.

Quotations: French vi., i, 34, 723, 737.
German, 316. Greek, viii., 457, 718, 734.
Italian, 640. Latin, iii., 62, 130, 280, 305,
386, 439. 437, 444, 459. 466, 505, 680.
Verses, vii., 34, 36, 136, 186-7, 216, 246, 266,
304, 305, 309. 3*3. 353-4, 367, 39', 4oa, 406,
409, 411. 41a, 420, 4*5, 430. 444. 447, 459,
465-6, 47a, 505, 615, 70t, 727-31.

Baces: Australia, 559-67 ; England, 532-58 ;
for 100 miles, 513; not known in bone-
shaker days, 399; on the road, 127, 320-3 ;
participants' allusions to, 509, 516, 523, 529,
537 ; straightaway courses in Canada and
Shenandoah Valley, 397, 590.

Bacing, Government of in America, 622,
627-30. Australia, 652 ; Canada, 633-6 ;
England, 629-30; France, 628, 651; Ger-
many, 651 ; Ireland, 652 ; New Zealand,
653. Social insignificance of, v. Speed
more desirable than social subtleties, 629,
630. Statistics, American books of, 675,
680. Trade promotion of, v., 716.

Railroads {set " Transportatiom Tax,"
591-600, X.; also index, Ixi.) : Cycling on
the tracks of, 26, 73, 121, 128, 183, 190, 193,
194, 197, 212, 237. Latest free list, xc
Tasmania, 563. New Zealand, 57a

Rain, Riding in the, 263, 534.

Record-keeping, Bhnk books for, 676, xcv.

xxxii TEN THOUSAND MILES ON A BICYCLE.

BeoordB of Oontributon, 473-572 (indexes,
xvi., xvii., Ixxi.); Suggestions for prepar-
ing, 717.

Restaurants in New York, 611.

Revolutions of bi. wheels, Statistics of, 563.

Bliode Island (index, 581).

Rights and liabilities of wheelmen, Legal
treatises on the (American), 584, 680 ; (En-
glish), 684-5-

Rinks for velocipeding in 1869, 393-4> 400-3-

BlveTS and VaUeys, Index to, lix.

Boad-books : "American Bicycler," The,
the earliest, 674. Berkshire County, Ms.,
700. Boston, IT I, 655, 677. California,
625. Canada, 330, 636, 677. Cape Ann,
655. Connecticut, 58a, 677. Costs and
conditions of making, 715. C. T. C, 642,
687. England, 681-2. Essex County , Ms. ,
112,655, 677. Gloucester, Ms., 655. In-
diana, 625. Kentucky, 590, 678, Long
Island, 584, 625, 655, 678. Maryland, 589.
Massachusetts, 581, 625, 677-8. Michigan,
677. New Jersey, 177, 589. New York,
Ixxxix., 584, 625, 678 (221). Ohio, 625, 677.
Pennsylvania, 177, 589. Springfield (map),
254. Vermont, 579. Western New York,
22 T, 677.

Road-records, Log-books for, 676-7. Sugges-
tions for keeping, 717.

Boadfl : Asia Minor, 481-2. Bermuda, 355-7.
China, 572. England, 531-58,681-2. France,
480,552,558. Germany, 480, 551-2. India,
571-2. Japan, 572. Persia, 481-2, 570.
Danger-boards on bad hills in England,
643-4, 648, 651. Defense by me of Amer-
can roads as suitable for touring, 11; of
Canadian as superior to U. S., 297, 300,
330 (opposing testimony, 320, 324). Im-
provement and maintenance of, as shown in
"Agricultural Reports of Massachusetts,"
680; " N. C. U." pamphlets, 647. Legal
books as to wheelmen's rights on the, 584,
647, 680, 684. Sign-boards less needed than
road-books, 644. Superiority of asphalt,
584, 5«8-

" Rotation " in office. My protest against,
617-18.

BlUSia: Book of touring from, 687. Czar's
absolutism. Allusions to the, 458, 724. T.
Stevens's proposed route through, 570.
Subscriber, 792, 799.

Sardine industry in Maine, The, 270, 274.

Scettic descriptions. Attempts at, 99, 104, 224,

237, 268, 29a, 299, 301-5, 3*, 365, 380-3,
418-34. ^

Scotland and the Scotch: Books of road«
and tours, 684-6. C. T. C. Council, 645-6.
H. Callan's touring report, 545. Journals,
695, xciv. Maps, 68i-3. Road-races to
John O'Groat's, 553-7. Subscribers, 792.

Separate roadway, English estimates of mile-
age on, 532-54 ; My own, 31.

Servants as rulers of society, 445-50, 458-9,
729.

Shoes, Mileage statistics of, at, 7x9.

Sidewalk riding, Rules about, in New Haven,
395, 402 ; in N. Y., 67 ; in Prospect Park,
92, 586-7.

Small Boy's relation to cycling. The, 13, 48.

Snow and ice cycling, 246-54, 404, 475-6,
491-2, 507, 522. 527. 555. 559, 570.

Social and Philosophical (index, Ixxxi.).

" Society of Cyclists," Evolution of the, from
the English " T. U.," 647.

Solitude and independence, as described and
illustrated by P. G. Hamerton, 467-9.

Songs and music for cyclers, 655, 679, 686, 693.

South, Political allusions to the, 386, 724.

South Australia: Cyclists' Union, 652. Re-
ports of tourists, 560-1. Subscribers, 793.

Southern tjqse of countjrtowns, 303.

Spain: A. M. Bolton's story of cycling in,
549, 683. Vtlocipedo published at Madrid.
700.

Springpibld, The Environs of, 115-128,
»•! 251-3, 579-80 : Bicycle Qub forms "A
C. U." to provide ** amateurs " for its
tournament, 63 1. Birthplace of myself and
my ancestors, 722. " Coventry ring " jour-
nals of England profess to doubt fast rac-
ing " time," 547. Maps and guides, 126-7,
254. Printing Company and its contract to
manufacture this book, viit., 706, 710-11,
799. Wheelmen's Gazette, 661-2, 706-7.
"Wheelmen's Reference Book," 675, 710.

Squares and Parks, Index to, Ixi.

" Star " bicycle excels in coasting, 270, 274.

Statks, Summary by, 573-90, xviii. Index
and abbreviations of, Iviii. Representation
of in League, 617, 6i8, 628. Residences
of subscribers to this book, classified geo-
graphically by, XX., 765-89 (705).

Statistics from thb Veterans, 503-30,
xvi. {See '* Historical Statistics.**)

Steamships [see " Transportation Tax,"
591-600, X. ; also " Ferries ").

GENERAL INDEX.

xzziu

Stereni'B (T.) T^rar rmmd the World :

San Fkancnoo to Boston, 473-80; Lirer-
pool to Teheran, 480-3 ; Persia, Afghan-
irtM, India, Ouna and Japan, 570-a.
Stockings, Miieago statiatica of, 31, 208, 739.

S-ntAIGHTAWAT POS FOBTY DaYS, 294-309,

»iL

Straightaway oouraes for long-distance rac-
ing, Best American, 297, 590.

Scxaightoway day's rides of 100 m. (Ameri-
can), 113-14, «a«, w8, 138, 154. 3". 3M»
319. 3*1-3, 378, 480, 493. 498, 5»S ; (Austra-
lasian) SS9^; (English) 534, 53^ 547, 55 «.
SS3-7.

Straightaway rides of 3 and 4 days. Longest
American, 498.

Straightaway stays in saddle, 53, m, xs8,
138, X48, 183,20a, 358, 3i3» 3191 343. 388,
493, 499> 510. 5>4> S'6, 52a, 537, 530, 534,
539. 540-1. 546, 559. 575-

SuascaiBSRs, Thk Thrbb Thovsahd,
734^, xix. ; Allusions to, vi., vii., 64, 353»
473, 484, 558, 569. 573. 701-ao, 732. Geo-
graphical directory of, 765-94, (705). Sui>-
plementary list of latest soo, with " trade
directory,*' 794-9*

"Swells" not patrons of cycling, 695.

Bwttoerhind ; Custom House rules, 599.
Cycling Union, 650. C. T. C. Division,
637. Englishmen's tour, 532, 542. Sub-
scriber, 79^'

Tables of mileage, 509, 535. 54o, 54*. 544.
573-4.

TMmmnla: Cydists' Union, 652. Excur-
sionists' r. r. guide, 563. Road-racing and
touring, 563-4. Subscribers, 794.

Taylor's (G. J.) patent crank lever, S2a

Thames and its tributaries, The, 129, 68t.

Thousand Islands to Natural Bridgb,
333-52, »ii.

Tires, Excellent service of, 37-38, 47, 531, 538.
, Tool carrying, 18, 22.

Toronto, Impressions of. 318.

Touring parties' reports, 183, 187, 192, 197,
198, 315, 316, 318, 344. a45. »57-79, 3M-»5f
Sao-s, 348, 377. 5«>f 5<». 5«*. S4a, 560, 580.

Tcmriiii^ Boutet: Adiroodacks, 311, 587.
Australia, 564-6. Baltimore, 377, 589.
Berkshire Hills, The, 131, i4a-3. M7-8.
s«y4» ao8, 5*». 7«>- Boston to Ports-
mouth, loi^a; to Providence, 107; to
Spriogield, 103, no, 117, isS, 181, 308.
Buffalo, s33- CaliComia, 475-61 489-94-

Catskills, 187-9, 4^, 49S. Conn. Riaer,
117.20, 179-84, 57»-«o- BnglMd, 5t»4i.
553.8. Europe, 480, $*»» 545# 55i-3i 55»'
Hodson River, 71-2, 75-42, 146-8, x69«72,
'87-98, 510, 582.3, 586-7. IreUnd, 546.
Kennebec Valley, 573-4. Lake-shore, 170,
ao3-6, 30 r, 310. Long Island, 84, 86-93,
150.4. Louisville, 333-7. Mohawk Valley,
«97, «99-ao2, 208. Mt. Desert, 275.9, 574-
Newport, 108. New York to Boston, 73,
103, no, 117, 123, 138, 13 1-9, 149, «79^«.
346-54, 580.2 ; to Philadelphia, 83, 84, 158,
167, 173, 389.90, 588-9. New Zealand, 567-9.
Ontario (oondciised from guide), 315-6,
331-3. Orange and Newark triangle, 159-63,
583. 5^- Outline tours, ii-ia, 396-301.
Philadelphia, 388-90. Providence to Wor-
cester, 109. St. Lawrence River, 335-30,
500, 575- St. I^uis to Boston, 487-8, 535.
St. Louis to Staunton, 485-6. San Fran-
cisco to Boston, 475-80. Scotland, 553-7.
Seashore, 90, 108, 133, 138-9, 150-8, 374,
383. Shenandoah Valley, 304, 396, 344-51,
382-4,388, 494, 590. Springfield, n5-i28,
579-80. Staten Island, 156-8. Toronto to
Kingston, 295-8,301,306, 318-25. Wash^
ington, 376. Western New York (con-
densed from guide), 331-3, 587. White
Mtns., 575-7. Yosemite Valley, 49r-3.
TOQiiatfl : Books of reports by, 489, 549,
673, 683-7, 696. Clothes and equipments
for, i6-33. Duty of demanding that wheels
be classed as baggage by all s. s. agents,
59 r. Freedom of choice as to scene of
tour, where no extra-baggage tax is levied,
593. Hotels, Special attentions and privi-
leges needed at, 602-4, 614. Reports
wanted from, 717. Toilet articles needed,
17. Wishes disregarded by perfunctory ad-
vocates of " League hotel policy." 601.
Tours from '79 to '82, Oudine of my personal,

rr-i2, 26-33.
Towns named in this book, Alphabetical list

of 3482, with 8418 references, xxxv.-lvii.
Towns supplying 3300 subscribers to this
book, Geographical list of 887, 765-94;
index to, xx.
Tow-path touring, 9, 44, 173, 180, 189, r9o,
»93. i99-ao2, 207-8, 212, 239-42,244-5, 304-5.
340, 34a-3. 378, 384. 479, 488.
Trade Directory : Alphabetical list of 122
subscribers at whose offices this book may
be consulted, 796^7. Geographical list of

xxxiv TEN THOUSAND MILES ON A BICYCLE.

nme, 79S-9. Significant omissions of the
indifferent, 709.

Ttade in Cyelet : Agent's guide for the, 679,
685. Benefit received from circulation of
WheelmoH, 659. Indifference to my book,
712. Statistics of 1877, 656.

Training, Books on, 674-5, 684-6.

Transportation Tax, Thb, 591-600, x.;
fees on N. Y. ferries and horse-cars, 86,
96; touring, as I. Latest r.r. 'son free list,
xd. Storage charge for wheels at English
railway stations, 598 ; in N. Y., 86.

TrioycleSy Index to makes of, Ixxix.

"Tricycle Union" and "Tricycle Associa-
tion," History of the defunct English, 647.

TrieyoUng: Books on, 684-7; Ladies' les-
sons at Orange, 588. Long rides, 509.
Mileage, 509, 511, 517, 523* 5* 5-^. 53©-
Radng, 523. Tours in Australia, 562-6;
England, 534, 543, S54f France, 558, 600;
Italy, 509, 600, 6S7.

Triumph, defined by " H. H." (verses), 304.

Uniform, Two essentials of a dub-, 19 ; Price
of C. W. A., 635 ; Profits of C. T. C, 541 ;
Wanamaker's L. A. W., xc

Unions (Cyding) in Europe and Australia,
651-2.

United Statei, Abbreviations of the, with
index of chief references, Iviii. Geo-
graphical roll of the, from Maine to Cali-
fornia, with alphabetical list of residences
of subscribers to this book, 734, 765-89.

Univbrsity Building, Thb, 426-73, xv.:
Architecture described by several observers,
428-34, 439. Business management, 457,
461. Collegians' conduct, 428, 459, 466.
Danger of fire, 460. Defects as a lod^ng-
houae, 456. Eminent residents, 431, 434,
464-5, 470- H istorical statistics, 433-5, 43 7-8.
Janitor, 43S, 443, 4S^-8o. 461-2. Lack of
eamaraderut 463. Pictures, 430, 434.
Prince of Wales's visit in i860, 469-72.
Sedttsion of tenants, 438-9, 454-6, 463-4*
Servants, 456-8. Women residents and
visitors, 44 ■-4*

Valleys and Biven, Index to, Ibc.

Vandalism and vanity in Mammoth Cave, 381.

Velodpeding in 1869, 390-406.

Velveteen, Excelleocet of , 19, ai.

Vbtbrans, Statistics prom thb, so^V^f
xvi.

Victoria: Cydisu' Union, 652. Journals,
695-6, 558. Road races, 559^. Subscrib-
ers, 558, 706, 793-4. Touring, 560.3, 56s.

Virginia (index, 590), University, 350, 435.

Waahington City (index, 590. Ivi).

Washington Square (index, Ixi.): as it
appeared in 1835, i860 and 1878, 432-3 ; as
a camp in the desert, 455* as scene of
elbow-breaking, 24 ; as the real center of
the world, 64-65 ; my proposed battle-field
for the beer, 16; its Philadelphian name-
sake, 494i 497.

Waterfalls, Index to, Ixi.

Weather, Pointera as to, 209, 221, 356, a97-
300 ; Summary of weather changes in my
1400 m. ride, 297-300.

Whitb Flannsl and NiCKSL Platk,
16-22, ix.

Wind as a factor in riding, 253, 363, 390,
a97-9i Sn, 3*6, 556, 570.

Winter Whbbling, 246-54, 491, xii.

Winthrop (Maj. T.) as a typical hero of the
dvil war. Tribute to, 439.

Women {se€ special index, Ixxxiii.).

Xenophon's fame as a standard, viii.

Yacht Kulinda, In the (verMs), 353-4, 367.

Yachting in the Paleocrystic Sea (verses), 23.

Yachtings by wheelmen, 504, 532.

Tale College : Advent of the bone-shaker
in 1869, 391-5. Bicyde races, 660. Boat-
race management at New London, 131.
Books about, 133, 405, 466, 711, 722. Build-
ings in 1830, 434-S* Class biographies, 732.
Class of 1837, 464. Directory of New
York Graduates, 464. President Dwight
on the Connecticut Valley roads in 1803,
127. (^duates alluded to, 25, X13, 140,
304, 4*4, 439. 447, 464. 494, 657, 727, 72*,
732. Graduates as tenants of the Univer-
sity Building, 465-6. Harvard's rivalry, 25,
256. Libraries on sub.-list, 770. Veloci-
peding in 18 19 and 1869, 39S-402. Utopian
ideal, 465.

Yankee, Types of the, 36, 386, 439, 722.

Zmertych's (I.) tour, London to Pesth, 551.

Comparing the 675,000 words in this book with the 220,000 in my " Four Yeara at Yale "
(728 pp., $2.50), I see that the price, at same rate, would be $7- So; while, at rates of T. Stevens's
book (547 PP- of 230,000 words, $4), or " Gen. Grant's Memoirs" (1232 pp. of 300,500 words,
$7), the price would be $11.75, or $15. The pages of any single chapter will be mailed for as c.

INDEX OF PLACES.

X3CXV

In die folloinng list of towns named in thU book, those which the " U. S. Official Postal
Guide " designates as money-order offices are put in full-faced type ; and the star (*) marks such
as are ooanty-seats. Towns outside the United States hare their countries given in italics.
A nnmeral higher than 764, shows that one or more subscribers to the book are catalogued on the
ipedficd page ; and the numbers 609, 610 refer alwajrs to the names of subscribing hotels.

Abbotsboro, P»., 388. Abbottstown, Pa.,
S86. Aberdeen, Md., 497. Aberdeen, 5^0/.,
555.599. 645. 79a- Abington, Eng., 536.
Abington, Md., 497. Ahinj^xi, Ms., 766.
Academy, Pa., 609, 778. Adanu, Ms., 193,
700. Adams Center, N. Y., 344-s. Ad-
amstown, Pa., 387. Addison, N. Y., 2t8.
•Adel, la., 787. Adelaide, Ont., 332. Ad-
elaide, 5". Aus., 560-5. Adelong Crossing,
N. S. W., 565. •Adrian, Mich., 785. Ad-
rianoide, TVtr., .482. Agawam, Ms., laa,
128, 146, 179, 180-1, 251, 580. Agra, Ind.y
S72. Ailsa Craig, Ont.^ 332. Airolo, //.,
552. •AlEron* O., 501, 595, 609, 784. Ak-
ron, Pa., 387. Alabama, N. Y., 222; Al-
amoochy. N. J., 163. •Albany, N. Y., 11,
»9.3t, 5«. 75i 7«. 8s, 154, 187, 190-2, 197-8,
209, Ml, 378. 47«t 479. 487-8, 501. 507. 523f
583-4, 593-4, 597, 604, 656, 770. •Albla, la.,
501,787- *AlMon.IlI.,485. •Albion, Ind.,
785^ •Albion, N. Y., 217, 222, 488. Al-
bttry, ^. S. W.^ 564-5. Alconbury, Eng.^
540-1, 553. Alden, N. Y., 208, 215, 222. AI-
denville. Pa., 339. Aldie, Va., 348. Alexan-
der, N.Y., 222. Alexandria, Ky., 590. •Al-
enodriikVa.. 373, 376, 465- Alexandria
Bay, N. Y., 333-4. Alfred, Oni., 328. Ali-
abad, Per.^ 571. Allahabad, ImL^ 572. Al-
legany, N. Y., 223. Alleglieny City, Pa.,
778. Allendale, N. J., 169. Allenford, d7»/.,
316. Allentown, N. Y., 220. •Allentown,
Pa.. 339, 387, 778. Alliance, O., 594- Al-
liiton, Oni., 316. Allowaystown, N. J., 521.
Alhton, Ms., 766. Almond, N. Y., 217,
218, 223. Alpine, N. J., 8f, 586. Alten-
bmg, Awt.f 481. Altnamain, Eng.^ 536.
Alt Getting, G^r., 481. Alton, 111., 501, 594.
Akon Bay, N. H., 577. Altoona, la., 479.
Altoona, Pa., 496, 530, 609, 778. Alvarado,
CaL, 493. Alvinston, Oni.y 332. Amenia,
N.Y., 143, T46-7, 188. Ameslniry, Ms., los,
766. Amherst, Ms., 113, 114, 120, 142, 186,
5»3. S79» 7661 Amherst, N. S., 289, 790.
Amtty, Or., 788. AmityviUe (L. I.), N. Y.,
'S<M, ^4' Araosville, Pa., 379. Am«
D, J/ai., 545. Amsterdam, N. Y.,

197, 200, ao8, 216. Ampthill, Etfg.f 553.
Ancaster, Off/., 314. Ancona, //.,552. An-
dover, Ms., 112, 208, 223, 579, 766. 'An-
geUca, N. Y., 217. Angola, N. Y., 479.
Angora, 7Vr., 481-2, 792. Anita Springs,
Ky., 236. Annapolis, M S., 282, 284-5, 609,
790. 'Ann Arbor, Mich., 501, 595, 609,
628, 785. Annisquam, Ms., 512. Ann-
▼llle. Pa., 343. Ansonla, Ct, 139, 140, 142,
769. Antietam, Md., 352, 384. Antigonish,
A^. S., 289, 790. Antwerp, A/., 532, 545,
599. Antwerp, N. Y., 334. Apalachin,
N. Y., 218. Appleton City, Mo., 787.
•Appomattox, Va., 346. Ararat, K«ir/., 560-
2,566,696. Arcadia, Mo., 528. Areola, N.
J., 165-6, 169. Ardroore, Pa., 389, 609, 778.
Argyle, A'. S., 293. •Argyle, N. Y., 193.
Arkona, Oni., 332. Arkport, N. Y., 222.
Arkwright, Oni., 316. Arlington, Minn.,

787. Arlon, Bfl.f 545. Armada, Mich.,
785. Amheim, Be/., 545. Amprior,0»/., 327.
Arran, Oftt., 315. Arthur, C?«/., 316. Arva,
Oni., 312. •Asheville, N. C, 500. Ash-
ford, Eng.f 790. Ashford, N. Y., 75, 79, 80.
Ashland, Ky., 590, 783. Ashland, Ms.,
III. Ashland, N. H., 577. •Ashland, O.,
784. Ashland, Pa., 778. Ashland, Va.,
351. Ashmore, 111., 489, 786. Ashtabula,
O., 12, 28, 31, 50, 205, 479, 487, 488, 594.
Ashton, R. I., 109. Ashton, Md., 373, 376,
497. Ashton-under-'Tyne, Eng.^ 645. Ash-
uelot, N. H., 579. Ashville, N. Y., 587.
Asterabad, Rtu., 571. Astoria (L. I.), N.
Y., 28, 32, 97, 98. 153, 584. •Astoria, Or.,

788. •Atchison, Kan., 594. Athol, Ms.,
488. 579. Athole, Sc^., 556. Athens,
N. Y., 770. Atberton, Oni., 33a. Atkin-
son, 111., 479* ^Atlanta, Ga., 352, 594, 597.
Attica, N. Y., 216, 222. •Aubnm. Cal.,
476. •Auburn, Ind., 785. •Auburn N.Y.,
301, 308, 212, 770. Auckland, A^. Z., 566,
567, 568, 794. Augsburg, Ger., 481. Au-
gusta, Ky., 590, 609, 783. •Augusta, Me.,
573, 574, 597, 609, 765. Auma, Grr., 552.
•Austin, Tex., 783. Aurora, III., 609, 786.
Aurora, N. Y., 215. Aurora, Otd., 316.

Xjucvi TEN THOUSAND MILES ON A BICYCLE.

Auiabls Chum, N. Y., sii. Auxy-Ie-

ClMteau, Fr.^ $58. Avcnal, VicL, 565.
Avendalo, Vkt.t 565. Avon, Ct., 145.
Avon, N. Y., 323. Avondale, N. J., 166,
167, 169, 5S3. Avondale, O., 784. Avon
Sprinss, N. Y., 30, 213, 218. Ayer Junction,
Ms., 128. Aylmcr, <?»/., 315, 3x9, 3271 33»»
J33, 634. Ayr, Oni.^ 317. Ayr, Scot., 686.

Babylon (L. I.), N. Y., 150, 152^ Bad-
deck, N. S., 289. Baden, Ont., 316-7. Bad
Unda, Wyo. , 477. Bainbridge, N. Y., 49S.
Baku, /?«*., 571. Balcony Falls, Va., 347,
35a Baldock, En^. , 540. Baldwin, 111. , 528.
Baldwin, N. Y., 1S6. Bale, SwiiM,, 599.
Ballarat, yict. , 559, 560-2, 793. Ballardsville,
Ky.,236. •Ballston.N.Y., 197,208. Bal-
timore, Md., 29, 31, 238, 241-4, 349, 373,
376-7,390* 4^7* 486-7, 497* 5»3» S^h 575, S^S,
589, 593-4, 609, 62 7-8, 643, 652, 78j. Bangor,
^V»64S- •Baagor, Me., 278-9, 397, 515,
saj. 574, 593* 661, 765. BarboursTille, W.
Va., 35X. *Bard8town, Ky., 229, 230, 234,
>37. 5*7. 609, 783. Bar Harbor, Me., 274,
278, 279, 5x5, 574. Barkhamsted, Ct., 144.
Bar-le-Duc, Fr., 48a Barnesville, Pa., 245.
Bamet, ^v-t 539, 54©, 54*. Barr, Col., 501.
Bam, Vl, 578, 766. Barrie, Oni., 316.
Barrington, //. S. , 288. Banyfield, Ont. , 335.
BarrjrtowQ, N. Y., 510. Bartlett, N.. H.,
S76-7. Bartleyville, N. J., 164. Barton, N.
Y., 319. Bartow, N. Y., 31. Bartville, 111.,
479. Basle, J'fVA^z., 532, 545, 552. Batainitx,
Sltnf., 4S1. *Batayia, N. Y., 308, 3x5, 217,
333, 487, 501, 770. Bath, £fi^., 4, 532, 538,
544* 55'* 554, 567, ^45* 79o- •Bath, Me. , 577.
Bath, N. H., 578. Bath, Omt., 325. Battle
Greek, Mich., 785. Battle Mountain,
Nev., 476. •Bay City, Mich., 785. Bay-
6eld, Om/., 313, 3»4, 332- Bayonne, N. J,,
158. BayRidge(L. I.),N. Y.,90,583. Bay
Shore (L. 1.), N. Y. , xsa. Bay Side (L. I .),
N. Y., 150. Bealton, ^ii/.,333. Beamsville,
0/a., 3x5. Beard, Ky., 236. Bear Wallow,
Ky., 330. Beaver Falla, Pa., 5x4-5, 778.
Beaufort, Vicf-t 560. Beaumont, Oni., 330.
Becdes, Stif', S39> Beckct, Ms., X3x, X93.
Bedford, Eng-., 532, 540, 541, 557,645. Bed-
ford, M S., 287. •Bedford. Pa., 496, 530,
609, 778. Bedfordshire, Ef$g^., 533. Bedford
Springs, Pa., 344, 496. Beech Cliff, Pa.,
778. Beeston, Enjg^., 790. Beeston Castle,
Sffg"', 536. Bel Bazaar, Twr., 483. *Bel
Air, Md., 344i 373, 377- Bela Palanka, Tur.,

481. Belehertown, Ma., r 13, 144,579^ Bel-
last,/»nf., 499,645. •BeUart,Me.,574,765.
Belfast, N. Y., 3x7, 323. Belfort, Fr,, 599.
Belgrade, S^rv., 481. Belgrave, Om/., 33a.
Belhaven, Ont., 316. Bellefontaioe, Mo.,
535. •Belief ontaine, O., 501. BelleviUe,
N. J., 84, 166. Belleville, Onf., 297, 3x7, 319,
320, 321, 322, 324, 3«5, 3*7, 33«, 635, 789.
BeUevne, O. , 479- Bellows Falla, Vt. , 1 1,
29, 31, 1x8, 1 19, x8i, 183, X84, 578, 766. Bell-
port (L. I.), N. Y., 150, 153. Bell's Comers,
Ofit.t 337. BellvUle, O., 784. Belmont,
Cal., 493. Belmont, Me., 574. •Belmont,
N.Y.,323. Belmont, Pa., 339, 389. Beloit.
Wis., 787. Belone, Kan., 485. •Belvidera.
111., 786. Bemis Heights, N. Y., x86, 190U
Benalla, Fie/., 565. Benares, /adl, 57a.
Benkleman, Neb., 501. Bennettsville, Ind.,
235. •Bennington, Vt., x86, 191, 193, 594,
627,766. Bcowawe, Nev., 477. Berea,0.,
784. Bergen, Den., 599. Bexgea, N. Y.,
215, 223. Bergen Point, N. J., 84,156, 158.
x6S, 169, 583. Beigerae, />., 558. •Berke-
ley Springs, W. Va., 496^ Berkhamsted,
Eh£^. , 473 , 4S0. Berkshire, Ms. , 193. Berlin,
Ct., 128, 136, X37, X38, 149, 19X, 581. Berlin,
Ger.fAt^f 55*, 646, 651, 697, 793. Berlin,
OiU., 316, 317. Bemardston, Ms., ji, 38,
I X9, 182, 576 (723). Berne, Svfdte. , 545. Bem-
ville, Ind., 485- •BerryvlUe, Va., 344, 383,
384, 497, 78a. Berthier, Ofti., 330. Berwick,
A^. S., 285, 393. Berwlok, Pa., 497, 778.
Berwyn, Pa., 389. Besan^n, Fr., 545.
Bethany. Ct., 583. Bethel, Me., 576-7.
Bethel, Vt., 578. Bethlehem, N. H., 577.
Bethlehem, Pa., 387, 389, 778. Bethune-
ville, N. v., 211. Beverly, Ms., 655,677,
766. Beverly, N. J., 173, 533, 776. Bic,
Qtte., 32<), 330. Biddef(nrd, Me., 575, 637.
Biggleswade, £m£:, 540-1, 557-8, 645. Billa.
bong, M S, «^., 564.5. Billerica, Ms., 113.
Bingham, Me., 573-4. •Bingham ton, N.
Y., 2x, 38, 31, 306, 3x8, 3x9, 30a, 308,
337, 338, 340, 501, 637, 770. Birchton, Om.,
327. Bird-in-Hand, Pa., 378. Birdshaw,
Pa., 484. Birjand, Per., 571. •Blrmijigi.
ham, Ala. , 783. Birmingham, Ct. , 139, 140,
143, 769. Birmingham, SHjr-t 480, 533. 539,
546, 554, 643, 645, 646, 647, 6S4, 688, 695, 790.
Birr, OfU., 3x3. Bishop's Gate, On/., 333.
Bishop Stortford, En€., 541. Bitter Creek,
Wyo., 477. Blackheath, Emgr., 686. Black
River, N. Y., 594. Black Rock, N. Y., 5a,

INDEX OF PLACES.

ZXXVlt

ao). Btedemlmrs* ^<^> M4> 37^ Blair
Atbolc, Sc^.^ 536. BUintown, N. J., 163,
J07. Blainvilto, Pa.» 496^ Blikdey, P^.,
34>- Blandiordi Ms., xai, m8. Bbinsluird,
<M., 33a. Blaubeaten, {J^r., 481. Bkwen-
bai:g, N, J., i7«, 377. IMoomflrtd, Ky.,
237. Bloondlcdd, N. J., 3S, s^* 'S^* i59i
161,776. Blooaiiiigdale,N. J.,170. *Blooill-
blgton,ni.,50t,5a9,595'6,786. BlOMtmrg,
At, 778. Blae Boancts, tPji^., 328. Blue
Canyon, Cal., 476. Blue Lick Spring, Ky.,
233. Bhw Stores, N. Y., 19a, 196. Ely the,
Old., 111. Boardville, N. J., 170. Bodmin,
^•g', 536. BogaloDg, AT. S. fy., 561.
•BoiM City, Id., 609, 788. Bokhaia, Xm.,
570L Bolac, Kirf., 561. Bold Bridge, ^Tiy.,
557. Bologna, //., 553. Bolton, N. Y., 186.
Bonar, Em^r-, 536. Bonn, {^r., 697. Book-
ham, /^. S. U^.y 565. Boonsbofo, Md., 244,
349. Boonton, N. J., 84. *Bo<mvU]e,
Mo., 787. BoonTille, N. Y., aoi. Bor-
^lenx, />., 552, 599, 699. Bordentown, N.
J., 323, 52a, 609, 776. Bordentown, S.Ams.^
S6i. BoRM^^h Bridge, Eng., 554. Borriao-
Icigh, Jrt., 546. Boacawen, N. H., 577.
Boston, Ind., 485. *Boitott, Ma., 2,4, »,
ai»«5-9» 3«, 33f 36, 48, S«. 5«» 85, 94, 101-
17, 126.8, 133, 138, 151, x8i-3, 204> ao8. 249,
2S8«o, 276, 279, 282, 288-9, 292-3, 320-2, 324,
35^ 366-7, 370-2, 376, 378, 384, 386, 388, 437f
43», 446, 468-71, 473-5» 479-80, 48s, 487-9, 49*1
499. 500, 503-5, 507-8, 5"-«4, 5«6.i8, 522-6,
5$a. 57», 573-4, 577, S79*>, S**, 584, 5«7,
598-4, 597, 600, 602, 607, 609, 615-17, 6«5-7,
63», 643-4, 646, 653, 655-8, 662, 664, 668,
673H. 676-7, 680, 687, 703, 705, 707-8, 711, 712,
713, 766. Boston, Oni., 33a. Boaton Cor-
nets, N. Y., 188. Bound Brook, N. J., 167,
>7*, 377, 776. Bowmanaville, O1U., 319,
325. BowmanaviUe, N. Y., 217. Bowna,
N. S. fV., 565. Bowning, AT. S. W., 566.
BoQcherville, Ofit., 328. Boulogne, France,
599. •Boseaum, Mon., 788. BnuseTllIe,
in., 786. Braddoek, Pa., 485. Bradford,
^V-, 5»7. 545. 644-5, 79«>- Bnktford, Vt.,
STSw Brady Island, Neb., 478. Brampton,
(hi., 319. Branchville, Ct, 138. Branch-
rille, N. J., 164, 510. Bnmdon, Vt., 579.
Branfbfd, Ct., jo, 132-3, 149, 511, 769. Brant-
fflfd,0»t/., 314, 317, 33«, 33»,634. Bnttto-
horo, Vt-, It, 29, SS. 5«» "9, «8a. «9i. 579,
«Q9, 766. •Bnsil, Ind., 486. Bread Loaf
(Ian), Vt., 578. Bremen, Ger., 592. Brent-

wood, Qd., soa Bresha, OmL, 316, 317.
Brewerton, N.Y., 335. Brewster, N. Y., 188.
Brick Church, Md., 373. Bxlek Chtliell, N.
J., 776. Bridestow, ^M^., 536. Bridgehamp-
ton <L. I.), N. Y., 155. Bridgeworth, Bftg.,
536, 554. •Bildgeport, Ct., 30, 51, 133-4,
138, 158, 237, 448, 249. 485, 491, 500, 769-
Bridgeton, Me., 574, 577- Bridgetown, N.
S., 284-5. Bridgewater, Eng^., 536, 555-6.
Bridgewater, Ms., 767. Bridport, Eh£.,

646. Brighton, Em£., 480, 533, 547, 598, 646,

647, 682. Brighton, Ms., 29, 31, 107, 109,
III, 113, 114. Brighton, N. Y., 770. Bright-
on, Oni., 319, 320, 321, 325, 789. Bright-
wood, D. C, 349. 376, 497. Brightwood,
Ms., 767. Brimlield, Ms., 129. Brisbane,
Qutend., 652, 793. Brtitol, Ct., 589, 769.
Bristol, Eng., 536, 545, 550-1, 556, 642. 646,
647, 790W Bristol, Pa., 164, 173, 778. •Bris-
tol, R. I., K>7, 108, MS, 581. Bristol Arms,
Oni., 319U Bnokporl, N. Y., 217, 222.
Broekton, Ms., 106, 109, ita, 516, 767.
Brooton, N. Y. , 587. Brockville, Oni, , 326-7,
333. Brodheadsville, Pa., 341. Bromley,
Eng., 790. Bronico, //., 552. BrookHeUL,
Ms., 104, 114- Brook Haven (L. I.), N. Y.,
150,153. Brookllno, M8.,6o9. Brookljni,
la., 479. •Brookljm, N. Y., 27, 3a, S3. 57,
85-9*, 97, 99, ««>, "«, «48, 153, «5S, «46,
252, 524, 583-6, 625, 638, 655, 678, 770W
BrookvUle, Md., 376. BrookvUle, Pa.,'
778. Brown's Gap, Va., 348. Brownsboro,
Ind., 236. Brownsboro, Tex., 783. Browna-
ville, Md. , 245. Brownvrillo, Pa., 496, 609,
778. Brucefiekl, OtU., 313. Brush, Col.,
501. Brushville, N. Y., 214. Brumfield,
Ky., 228, 234. Bnmswiek, Me., 765.
Brunswidc, Ger., 687. Brussels, Bel., 645,
651, 699. Bryn Mawr, Pa., 389-90, 495-
Buangor, Vict.., 560. Buckden, Eng., 541.
Bockhom, OnL, 33a. Buckingham, Eng.,
539. BucUand, Va.,37S' Biloksport,Me.,
378, 574. Bucksville, Pa., 497. ^Bnoynit,
O., 488, 784. Budapest, Hmtg,, 481, 55«,
792. BueMlle, N. Y., 3361 Buffalo, Ky.,
230. «BllffftlO, N. Y.. 9, 12, 28, 50, 52, 178,
198, 203-6, ao8, a 1 4-17, s»*3, 3i5> 3^7, 3»>,
321, 475, 479-80, 487-8, 50«. 594, 573, 587-
8, 594, 609, 617, 6ao, 627, 771. Buffalo
Gap, Va., 486. BuH Run, Va., 375. Bunder
Gut, ^«tt.,57t. Bungay, £'m^., 539. Bunin-
yong, Vkt., 559, 03- Bunker Hill, Ms.,
386. Banker HUl, Va., 348, 388. Bureau,

xxxviii TEN THOUSAND MILES ON A BICYCLE.

III., 489. Burford, Oni.^ 317. Bani;o7De,
Omt., 315-16. Burke, N. Y., 771. *Blirlillg-
ton, la. , 485-6, 787- Biirlin|rto&, N . J. , 390,
5aa. 'Burlington, Vt., 578, 594-5» 766.
Burntisland, Scot.t 536. Bury, Eng.^ j<)o.
Bury St. Edmunds, En£., 645, 79a Bush-
kill, Pa., ao7, 399. 341* 497- Binhnell,
111.. 485-6. Butte, Mont., 788. Byron Center,
N. Y., 215.

Cabin John Bridge, D. C, 376, 497. Ca-
couna, 0/U., 339-30. Cahir, Irt., 546.
•Cairo, 111., 595- Calais, />., 558* 599-
•GalAis, Me., 26a-8, 573, 609, 765. Calcutta,
/W., 57x-a. Caldwell, N. J., 58, i6i-a,
609,776. Caldwell, N. Y., xi, 39, 32, 186,
191-2, 211, 510, 771. Caledonia, N. Y.,
to8, 222. Caledonia, £?»/., 332. Caledonia
Springs, Oni., 327-8. Calistoga, Cal., 490.
Callan, /r^., 79a. Calumet, Mich., 785.
Camac (L. I.), N. Y., 158. Cambridge,
Eng:., 533, 539, 541, 544, 557,646, 790- •Cam-
bridge, Ms., 29, 51, loi, 103, 113, 402-3,
435. 485, 5<7, 627, 657, 767. Cambridge,
N. Y., 193. Cambridge, O., 245- Cam-
bridgeport, Ms. , 5 16, 517, 767- *Camden,
N. J., 173, a 18, 389-90, 521-2, 776. Camden,
M S. W., 565.6. Cameron, N. Y., a 18.
Camillus, N. Y., 208, ata. Campbellsburg,
Ind., 336. Campbellton, Ont.f 329. Camp-
belltown, N. S. fK., 565. Campbelltown,
7<M., 564. Camperdown, Vict.^ 559-6o.
Campobello, N. ^.,270, 279. Campton Vil-
lage, N. H., 577. Canaan Four Comers,
N. Y., 148. Canaan, Ct., 700. Canaan,
N. Y., 197. 'Canandaigua, N. Y., 28,
30, 3», 33. 58, »oi-2, 2o8< 212, ai3, 397, 479.

488, 772. Canajoharie, N. Y., 200. Can-
aetota, N. Y., 308, 336. Candleman's
Ferry, Va., 383, 497- Caneadea, N. Y.,
3X4. 2x7. Canisteo^ N. Y., 2x7, 2x8.
Canmer, Ky., 230. Canterbury, N. Y., 510.
Canterbury, Eng., 530, 687. Canton, CA/.,
57a. Canton, Ct., 145. Canton, 111., 786.
•Canton, O., 50X, 595, 609, 784. Canton,
Ms., 27. Canton,. Pa., 499, 778. Cape
Town, 5". A/., 696. Capon Springs. W. Va.,
495-7« Cap Rouge, Qm.^ 330. Capua, //.,
552. Caramut, VicL, 561. Carbon, Wyo.,
477. Carbondale, Pa., 340. Cardiff, i?»t^.,
683, 790. Caribridge, Scat., 556. Carlin,
Nev., 477. Cariisle, Eng., 545, 554, 643,
687. •Carliale. Pa., 45. 303, 344. 485. Car-
k>w, OtU., 3x5. Carlstadt, N. J., 83-4,

166-7, 588. *Canni, 111., 786. Carpenter, Pa.,
778. Camavon, Eitg.^ 79a. *Car80n, Nev ,
478. Carter, Wyo., 477, 48a Carrollton,
N. Y., 333. Caaey, la., 478. Cashel, /re.,
546. Caeaadaga, N. Y.. 587, 773. Caia-
burn Comers, Omt., 328. Castile, N. Y.,
323. Castlemaine, K«r/., 560-x. Castle-
martyr, /r«., 546, 793. Castleton. N. Y.,
X48, X90, 197. Castleton, Vt., 184. Ca»-
tres, Er., 552. Castroville, Cal., 490U
Catford Hill, Engr.t 79o. Caihcart, Oni.,
317. *CatlettBburg, Ky., 486, 590. C»-
tonsTille, Md., 373. •CataUll, N. Y.,
187-8, 19X, 198. Cattaraugus, N. Y., 333.
Catterick, Eng., 545. Cauheme, Rotum.,
481. Cave City, Ky., 31, 231-3, 234, 597f
609, 783. Cawnpore, Ind.f 57a. Caxton,
Eng., 540-1. Cayuga, N. Y., 33, 208. Case-
novla, N. Y., 43, 2x9. 296, 298, 302, 336,
609, 773. Cedar Grove, N. J, x66u Cedar
Rapids, la., 594. Center Harbor, N. H.,
576. Centerport (L. I.), N. Y., X5X. Cen-
tertown, Mo., 485. Centerville, Cal., 493.
Centerville, Ct., 135, X38, 149, 349, 581.
Centerville, Ky., 233. Centerville, N. J.,
164. Centerville, N. Y., 335, 497. Center-
ville, Va., 374. Central City, Neb., 478,
489. Central Square, N. Y., 335. Chadd's
Ford, Pa., 388, 390W Chaplin, Ky., 337.
•Chambersburg, Pa., 303, 344, 485, 49S,
497-8, 609. 778. Champaign, 111., 786.
Chancellorsville, Va., 347, 352. Chao-choo-
foo, CA/., 572. Chappaqua, N. Y., 76.
Charing Cross, ifMr^., 531. Charing Cross,
^m/., 332. 'Chariton, la., 787. Charles-
bourg, OrU., 330. ocharleston. 111., 786.
'Charleston, S. C, 355. 'Charleston,
W. Va., 351. Charlestown, Ind., 335.
Charlestown, Ms., 767. Charlestown,
N. H., 575^. •Charlestown, W. Va.,
383-4. •Charlotte, N. C, 500. 78a. Chaiw
lotle, N. Y., 333. Chariottetown, P. E. /.,
289-9X, 593. •Charlottesville, Va., 348,
350-1. Chartiers, Pa.,594. Chateau Richer,
Que., 33a Chatham, Eng.^ 598. Chatham,
N. J., 163, 174, 776. Chatham, N. Y., 148,
»97, 500, 609, 772. Chatham, Ont.f 331-a.
Chatsworth, Oni,, 316. •Chattanooga,
Tenn., 501, 783. Chautauqua, N. Y., 223.
587. •Cheboygan. Mich., 785. Chelms-
ford, Eni.f 645. Chelsea, Ms., 525, 530,
663. 767. Chelsea, Omt.t 337. •Chelsea,
Vt., 578. Chemnitz, Gtr., 552. Chemung.

INDEX OF PLACES.

xzxiz

N. v., ai& Cbouuieo Forict, N. Y., 336^
Cherbourg, Fr., 599. Chefllilre, Ct., 30, 31,
A «34-5t «3*-^ »50. 58*. 609. 769- Chesh-
ire, £Mg,, 645-6. Cheshire, Me., 193.
(hesterville, ID., 485. Chestnut Hill Reeer-
voir, Ms., 39, 114. Chester, Sitg., 539.
Chester, Ms., lai, 194. Chester, N. J.,
173. Chester, N, S., 288, 293. Chester,
N. Y-, 340, $87. Chatter, Pa., 244, 37a,
JHt 390. 778. CbaBtarton, Ind., 479.
Chetkamp, ^. 5*., 289. *Gheyeime, Wyo.,
475. 478, 489, 609, 628, 788. •Ohifiago, 111.,
«, a«. 30, 3"i 33. 38, SO, 6x, 113, 223, 225,231,
»43. a4Sf a96, 3«o, 3". 3»4, 3i7. 3*o-«, 324,
4*6, 436, 474, 475, 47*^» 487-9. 499. 5o«.
506, S08, 5»7-«9, 5«S-4, 5*9. 574. 585, 594-6,
598, 616, 627, 643, 655, 672, 677, 679, 683,
711, 712, 786. Chichester, Eng-', 694.
Chifiopee, Ms., 31, 38, 118, 123-6, 181, 580,
767. Ghleopee Falls, Ms., 124.5, i8x, 767.
Chiltcni, Vici.y 565. Chinese Camp, Cal.,
491. CMtUmangO, N. Y., 336, 488. Chit-
tenden, Ky., 225. Christchurch, N. Z.,
567-9, 652, 696, 794. Christiania, //^r., 70a
Churchviile, N. Y., 215. Churohville,
Md., 373. Cicero, N. Y., 335. •Cincin-
nati, O., 31-3. "3. "3, *«5-6, 234, 488,
50«, 594, 595, 597, 678, 784. Cindnnatus,
H. Y., 336-7, 772. Cinnaminson, N. J.,
776. Cirencester, ^M^., 790. Clacton,^ at^.,
S59. Clandeboye, C>M/., 312-13,332. Clap-
toii,^v, 534. Claremont, N. H., 574, 579.
Clarence, Eugr., 544. Clarence, OmLj 327-8.
Cbrendoo, Ont.f 338. Clarendon, f^jr/.,
559- •Clarion, Pa., 778. Clark's Ferry,
Pa., 496. Clark*8 Summit, Pa., 34T. Clarks-
ville, Md., 373, 376, 497. Clarkavllle, Mo.,
322. Clashmore Inn, Scoi.^ 536, 555. Clav-
erack, N. Y., 197. Clay Center, Kan.,
485-6. •Clearfield, Pa., 204, 530, 593, 609,
778. dear Spring, Md., 343, 344. Clear-
ville, On/.f 310-12, 314. Clearville, Pa., 496.
Uemensport, AT. S., 285. Clermont, N. Y.,
i«A •Cleveland, O., 315, 479, 487-8, 5<»,

5o«. 5*6, 59», 594-5. 627, 643-5, 784- Clcve-
Und's MUi, Cal., 490. Clifton (S. I.), N. Y.,
377- Clifton Vorge, Va., 350. Clinton,
Ct, (32. Clinton, Ms., 128. Clinton,
N. Y., 77a. CDnton, Oni., 313, 315, 332.
aipper Gap, Cal., 476, 480. Coster, N. J.,
8a Cloudman. Cal., 491. Cloverdale,
Cal., 490W Clyde, N. Y., 488. Clyde,
iY. 5.. 293. OmU Dale, Pa., 778. Coatee-

▼ille. Pa., 388, 495- Coblentz, Gtr., 545.
CobcuTK. Onl., 198, 304, 297,3x941, 3>3,3>5i
523. Cochecton, N. Y., 57a Cockshntt,
OfU., 333. Coffee Run, Pa., 244- Cohasset,
Ms., 112. Cohoee, N. Y., 191-3, 773. Co-
he, N. S. W., 561, 565. Colac, Vict., 560-1,
563. Colbome, Qui., 319, 325. Colchester,
EHi^., 541, 647. Coldbrook, Ms., 579.
Gold Spring, N. Y., 194, 197, 50a Cold
Spring Harbor (L. I.), N. Y., 28, 584. 77a-
•Coldwater, Mich., 785. Colebrook, Ct.,
144, 146. Coleraine, Ms., 579. Colesville,
Md., 376, 497. Colfax, Cal., 476. Colfax,
la., 479- College Hill, O., 784. CoUinsby.
OtU., 3*5- Collingswood, OrU., 316. Col-
Unsville, Ct., 145. •Colorado Springe,
Col., 788. Colosse, N. Y., 335. Columbia,
N. J., 164. ColnmUa, Pa., 317, 378, 386,
388-9, 486, 499, 609, 77S. •Columbia, S. C,

782. •Columbua, Ga., 782. •Colnmtnis,
Ind., 785. •Columbus, Miss., 783. Co-
lumbus, N. Y., 587. •Colnmlnia, O., 245,
487-8, 501, 595, 627, 784. Concord, Ms.,
103, 112, 597, 767. •Concord, N. H., 576-7,
766. Conewango, N. Y., 223. Coney Island,
N. Y, 27. Conneant, O., 479- Ckin-
nelleviUe, Pa., 496. Conrad's Store, Ya.,
348. Conroy, Ont., 332. Conahohooken,
Pa., 389. Constance, 57Cf«te., 552. Constan-
tinople, Tur., 474. 480-3, 552, 571, 609, 792.
Conway, Ms., 767. Conway, N. H., 515,
577. Conyngham, Pa., 498. Qomo, Itafy,
468. Como, Oni., 328. Cook's Bay, Omt.,
316. Coolatoo, Vict., 56a Cookston, Ont.,
316. Cooksvi]]e,<9x/., 318-19. Cooma,Ca].,
492. •Cooperstown, N. Y., 197, 215, 378.
Goopentown, Pa., 389. Copake Falls,
N. y., 188. Copenhagen, Dm., 599, 645.
Cordelia, Cal., 491. Corinne, Utah, 477.
•Corinth, Miss., 352. Cork, /ry., 546, 645.
•Coming, N. Y., 30, 2x6-19, 50X, 772. Cor-
nish, N. H., 577. Cornwall, Ct, 143.
Cornwall, N. Y., 171, 194, 197, 77a. Cornwall,
Oni.^ 327. Cornwall, Vt., 579. Cornwall
Bridge, Ct., 510. Comwall-on-Hndson,
N. Y., 609, 772. •Corpus Christ!, Tex.,

783. Corry, Pa., 587, 609, 778. •Cort-
land, N. Y., 772. •Corydon, Ind., 235.
Cote St. Antoine, Qiu., 328. Cote St. Lnke,
Que., 328. Coteaudu Lac, Que., 575. Cot-
tage, N. Y., 223. •CooneU Binffi, la.,
478, 489, 595. Court House Station (S. I.),
N. Y., 155. Courthmd, OtU., 332. Cove»>

xl

TEN THOUSAND MILES ON A BICYCLE.

trf, Enf., 480, S33, 546, S5>* 5S4> 557> 654,
6»3, 688, 690, 693, 694-6» 790. *Ooyingtoa,
Ky., 30, »a5» 35 <» 59o. 678, 783. •Goving-
Xmu Va., 486. CozMoUe, N. Y.» 190.
Coyote, Cal., 49>- Craig's Meadows, Pa.,
341. Cranberry, O., 488. Craoe's Flats,
CaU, 49«- Crane's Village, N. Y., 479.
Crawford, Scot.f 556, 576. Crawfoi^ House,
N. H., 576-7. Cresson Springs, Pa., 496.
Crocker's, Cal., 491. Croton, N. Y., 194.
Croton Falls, N. Y., 188, 772. Croydon,
Eng., 480, 533, 790. Crown Point, N. Y.,
186. Crum's Point, Ind., 479. Cuddeback-
ville, N. Y., 340, 587. Culbertson, Neb., 501.
*Culpeper» Va., 348, 350. *Cuml)erlaaii,
Md., 12, 29, 31, 238, 240-46, 782. Curwens-
yillc. Pa., 609, 778,

•Dallas, Tex., 628. DaltoD,Ms.,i2i,i93.
Dalton, N. Y., 222. Dalwhinnie, Scat.,
556. Damascus, Md., 376. *Danbury, Ct.,
769. Panforth, Ont, 316. Danaville, N.
Y., 33, 213-14, 218, 772. •Danville, 111.,
489. Danville, N. J., 164. Danville, Pa.,
778. Darby, Pa., 372, 390. Darien, Cl,
<>39> 248. Darkesville, W. Va., 244. Dar-
lington, yict., 559. Darniian, Ptr., 571.
Dauphin, Pa., 496. *Davenport, la., 478>
9, 489. Daventry, Eng., 556. DaviflviUe,
CaL, 490-1. Dayton, Ky., 628, 783. •Day-
ton, O., 501, 594-5. 784. Dayton, N. Y.,
221, 223, 772. Dealton, Ont., 310, 332.

•Deoatnr, 111., 485-6. •Dedham, Ms., 29,
33, 102, 107, 1x2. Dcerfield, Ms., 119, 182,
579, 767. Deer Park, Md., 486. Deeth,
Nev., 480. *Deflance, O., 609, 784. De
Kalb, N. Y., 334- •Delaware, O., 784-
Delaware, Ont., 331, 33a. Delaware Water
Gap, Pa., 28, 163-4, 172. '89, 207, 341, 378,
497, Delfshaven, Hoi., 553. Delhi, Ind.,
572. •Delhi, N. Y., 497-8. Delhi, Ont.,
332. Delle, France, 599. De Mossvitle,
Ky., 590. Dennlaon, O., 784. Dennyi-
vllle. Me., 264, 266, 271. *Denver, Col.,
501, 628, 788. Denville, N. J., 163, 170,
207. Detby, Ct., 140, 142, 769. Derby,
Eng., 539, 645-6, 790. Derringalluni, f^ict.,
560. Deacbambault, Qtu., 575. •Dea
Hoinea, la., 479* 489, 595, 787. 'Detroit,
Mich., 21, 48, 204, 210, 225, 296-8, 300,304-5,
3»i. 3»5f 3«»-3. 333» 505. 59*. 594-5» 62$,
628, 677, 785. Devon, Pa., 389, 609, 778.
De Witt, Neb., 485. De Witt, N. Y., 479-
Deztas, Me., siSi S74» 765- Dcxterville, N.

Y., 2S3. Dieppe, Fr., 489, 552, 599, 600.
Digby, N. S,, 28a, J84-5, 592. Dingimui**
Ferry, Pa., 164. Dingwall, Sc4rt., 556.
Disco, 111., 485-6. Diss, Eng., 538, 790^
DUon, Cal., 49f. DoMw Verry, N. Y.^
77-9. Docking, Eitg., 537-8. DodgevsUe,
Ms., 107. DoDcaster, E^g., 539-40, 790.
Dorehetter, Ms., 517.8, 527, 767. Dorset,
Eng.f 646. Dorval, Otti., 328. Doflhan
Tepe, /•«-,, 483. Doup's Point, Ky., 236.
•Dover, Del., 781. Dover, Eng., 551, 598-
9. •Dover, N. H., 575. Dover, N. J.,
>63-4> 173- Dover Plaina, N. Y., 582.
Dover Point, Me., 575. Downingtown,
Pa., 389. •Doylestown, Pa., 77& Drake»-
town, N. J., 164. Drakesville, N. J., 163,
207. Dreaney's Corners, Oni., 324. Dres-
den, Ger., iz4» 437- Drifton, Pa.. 497-9-
Dublin, Jre., 642, 645-6, 652, 654, 686, 695,
792. Dublin, Ont., 313. Dulaney, Kan.,
788. Dulaney, Ky., 783. •Dultttti, Mmo.,
787. Dumfries, Scai., 554-5. 645, 686.
Dana Penlele, //mm., 481. Duua Szekeao,
^MM., 481. Dunbar, 5'^v^., 554. Dondiurdi,
Eng.,sS7' Dundas,Oii/., 318. Dundee, ^r^/.,
792. Duncan, Neb., 478. Duneannon,
Pa., 496. Dunedin, N. Z., 567, 652, 794.
Dunellen, N. J., 172. Dungarvan, /rv., 546.
Dunkdd, Oni., 3x5- Dunkirk, N. Y., 28,
31, 58, 223, 772. Dunstable, Eng,, 541.
Durham, Eng., 545, 645. Durham, Owt.,
316. Dusseklorf, G^r., 545. Dutdh Flat,
Cal., 476.

Eagle, Ont., 312. Eal'mg, Eng., 790.
Karlham, la., 479. E. Almond Centre,
N. Y. , 2 1 7. E. Attleboro, Ms. , 107. S. Aa-^
rora. N. Y., 208, 222. £. Avon, N. Y.,
213, 216. £. Berlin, Ct., 769. E. Bethel,
Vt., 578. E. Bloom6eld, N. Y., 202,212,
216,218. Eastbourne, Eng., 532, S44> 79Q^
E. Brimfield, Ms., 767. £. Brookfield, Ma.,
no, 128. E. Brookfield, Vt., 578. £.
Bridgewater, Ms., 376. E. Cambridge, Ms.,
767. E. Canaan, Ct., 146. £. Chatham,
N. Y., 148, 208. E. Fryeburg, Me., 577.
E. Gainesville, N. Y., 222. E. Greenvkich,
N. Y., 193. 'S. Greenvrieh, R. I., 513.
581, 769. Bacthampton, Ms., 1x8-20, 580,
767. E. Hartford, Ct., 123, 149, 582. E.
Haven, Ct., 149. £. Lee, Ms., 148,208. E.
Leon, N. Y., 223. E. Longmeadow, Ms.,
124-5, 254> 580. E. Long Branch, N. J.,
776. £. Lyme, Ct., 131. E. Lynde, Pa.,

INDEX OF PLACES.

xli

387. fi» Machiaay Me., 171. Eastman
Sprii^, Ont.,^^. £. New York (L. I.),
584. E. Northwood, N. H., 577. E. Or-
ange, N. J., 50S, 5S8f 6431 776. *£astoxi,
Md., 593. •Kaaton, Pa., 173, 34», 378, 387,
497» 609, 778- Bastport, Me., 357-8, a6o,
a6s, a67-S, 274, a76, 879, 383-3, 573, 592.
& Portlaiul, Or., 788. £. Providence,
R. I., 107. E. Randolph, Vt., 578. E.
Rochester, N. H., 525, 654-5, 670, 766.
£. Saginaw, Mich., 785. E. Schodack,
N. Y., ao8. E. Springfield, Pa., 205. E.
Scroudsburg, Pa., 341. E. Tarrytown, N. Y.,
76. E. Walllngford, Vt., S79- E. Windsor
Hm, Cl, 133, 254, 769. Eastwood, Oni.^
317. Eaton-Socon, EHg.^ 540-41. Echo,
Utah, 477. Echuca, Vkt.^ 560. Eckley,
CoL, 501. Eddington, Vict.^ 566. Eden
Center, N. Y., 223. Edgertoxi, O., 479.
Edgewater, N. J., 8z, 83. Edinburgh, ScoL^
513-4, 544, 554-6, 599, 642, 645-7, 686, 792.
Edinburg, Va., 346, 388. Edward's Comer,
N. Y., aa3. Edward's Ferry, Va., 497. Eid-
wardville, Ind., 335. Edwardsville, Kan.,
485. ^Efflngham, 111., 48S. Eggerstown,
IIL, 488. Eketahuna, A^. Z,y 568. Elaine,
^v/., 559. Elbeuf, Fr.^ 480. Elbridge,
N. Y., aoS, 312. BlglD, lU., 786. *Sllzar
heth, N. J., 156, 158, 164, 167, 172, 17s, 177,
583, 637, 776. Elizabethport, N. J. , 29, 32,
156, 158, 5S3. *EUzab«thtowii, Ky., 237.
EUaftbeihtown, N. Y., 211. Elk Grove,
Cal., 491. Elkhom, Neb., 489. *£lko,
Nev., 477. •Klkton, Md., 244, 37^, 497-
•SUioott City, Md., 349, 373, 376-7, 497.
EUiagton, Eng.^ 540. Ellington, N. Y.,
223, 773. Ellis, Ms., 107. ^Ellsworth,
Me., 278, 574. Elmira, Cal., 476. 49».
•Slmira, N. Y., 216, 218, 501, 594, 772.
Elmsford, N. Y., 75, 76. Elmwood, Ct.,
136-7,350. Elsinore, 0«/.,3i6. Ely, i?«^.,
Sja, 539^ •Elyrla, O., 479, 609, 784. Elze,
Gtr,, 523. Emmitaburg, Md., 385, 388.
*Bmporia, Kan., 660, 78S. Enfiekl. Ct.,
253. Enfield, Eng.^ 790. Enfield, Ms., 123,
13$, i8x, 5S0L Englawood, N. J., 30, 5»,
Bo-i, 84, 166-8. Ennis, Irt.y 646. Ennis-
keHen, (?»/., 315. Ephrauh, Pa., 387. Ep-
pbg, Eng.f 5S9-40- Eramosa, OiU,^ 318.
*Sri0, Pa., 12, 28, 31, 50, 58, 85, 2oa, 204-6,
»",3'«»3«7, 487-*, 5o«, 594-5- Erin, 0«/.,
316. Erlanger, Ky., 225. Erzeroum, Tur.^
482. Esbjerg, Den., 599. Eski Baba, 7W-.,

482. Essex Center, OiU,, 3X0-ZX. Eszek,
Slav., 481. EUon, Eng., 533. *Sllgene
City. Or., 788. Evans Mills. N. Y., 334.
•Evanatoni Wyo. , 477- 'Evansville, Ind. ,
595. E verettto Pa. , 244, 496. Exeter, Eng. ,
533, 536, 554. •Exeter, N. H., 575, 766.
Exeter, OtU., 313-5, 324, 333. Eydkuhneu,
RHs.^fAj. Eye, -ffwjr., 539.

Fabyan House, N. H., 576-7. Fakenham,
^«^-, 537-8. ^Fairfax C. H-, Va., 374, 376.
•Fairfield, CaL, 491. Fairfield, Ct., 138-9,
148.243. Fairfield, Ky., 237. Fairfield, Me.,

765. Fairfield, N. J., 84, 169. Fairfield, OfU.,
310,789. FairfieU, Pa., 385. FairfieW, Va.,
349, 495- Fair Haven, Ct., 133, 138, 149.
Fair Haven, Vt., 184. Fairroount, Ber.,
362. Fairmount, Ind., 236. Fairview,
Md., 243. Fairview, N. J., 84. Fairyland,
Bsr.y 361. Falkirk, Scat., 404. Fall Brook,
Pa., 594. Falling Waters, W. Va., 344, 348.
Fall Elver, Ms., 31-2, 85, loi, 108, 593, 767.
Falla Church, Va., 374, 376. Falls City,
Pa., 245. ^Faribault, Minn., 787. Farm-
ers' Crossing, Ky., 485-6. Farmersville, Ms.,
109. Farmingdale (L. I.), N. Y., 58, 150-3.
Farmington, Cal. , 49 1-2- Farmlngton, Ct. ,
137, MS, U9, 581. Farmington, N. H.,
576-7. Farms Village, Ct., X45. Farnbor-
ough Station, Eng,, 646. Farrah, A/g.,
571. Farringdon, Eng., 532. Father Point,
Que., 329. Fayette, N. Y., 336. Fayette-
viUc, Pa., 495. Featherston, N. Z., 56S-9.
Feeding Hills, Ms., 123, 125-6, 144, 146.
Fergus, Ont., 316. *Fenuuidina, Fla.,
597, 628, 783. Fern Creek, Ky., 236. Field-
ing, N. Z., 568. Fife, Scot., 792. Fillmore,
N. Y., 217. Finchville, Ky., 33^ Finchley,
^'^e- y 53 »-2- •Findlay, O. , 488, 784. Fish-
er's Hill, Va., 345, 49S. FishersviUe, Ms.,
109. Fishkill-on-Hudflon, N. Y., 194-5,
258, 582. *Fitchburg, Ms., 114, 500, 523,
579, 594, 597, 767. Fitzwilliam, N. H.,

766. Five Stakes, Ont., 312. Flanders, Ct.,
131. Flanders, N. J., 164. Flatts, Ber.,
359-61, 366. *Flemington, N. J., 733.
Flesherton, O1U., 3x6. Flint, Eng., 645.
•Flint, Mich., 595. Florence, //., 4291 55*-
Florence, Ky., 325. Florence, Ms., 119,

767. Florida, N. Y., 772. Florin, Pa., 779.
Floyd, N. Y., 210. Flume, N. H., The, 61,
576. Flushing (L. I.), N. Y., 12. 29, 31-3,
51-2, 90-1, 152-3, 155, 772. Foggia, //., 552.
Folkestone, Eng., 599. •Fonda» N. Y.,

xlii

TEN THOUSAND MILES ON A BICYCLE.

soo, 9o8y ait. Fontenoy, Fr.^ 48a Foot»-
cray, VicLj 559. Fordham, N. Y., 72, 772.
Fordham Landing, N. Y., 583. Fordwich,
Oni., 314. Forest Hill, Eng., 645- Forks
of Kennebec,. Me., 573-4. Forres, Scot.^
645. Forrest, Ont., 332. Ft. Albert, Ber.^
360. Pt.Bridger,Wyo.,477- *Ft Dodge,
la., 59S. Ft. Edward, N. Y., 29, 51,58,
189,191-3. Ft. Hamilton, N. Y.,90. Ft.
Hunter, N. Y., 200. Ft. Jefferson, Mo.,
484. Ft. Leavenworth, Kan., 628, 788.
Ft. Lee, N. J., 30, 32, 72, 81-5, 165, 583,
612. Ft. Loudon, Pa., 485. Ft. Miller, N.
Y., 19a Ft. Morgan, Col, 501. Ft. Ni-
agara, N. Y., 222. Ft. Plain, N. Y., aoo,
ao8, 488. Ft. Porter, N. Y., 588. Ft. St.
George, Ar., 358. Ft. St. George, N. Y.,
583. Ft. Schuyler, N. Y., 74, 246. Ft. Sid-
ney, Col., 475. Ft. Steele, Wyo., 478. •Ft.
Wayne, Ind., 487, 595, 786. Ft. William,
OtU.,7Si). Ft. Worth, Tex., 783. Fostoria,
O., 784. Fowlerville, N. Y., 214. Fox-
boro', Ms., 107. FramlTigham, Ms., 29,
51, 113-14, 117,514,680, 767. Francestown,
N. H., 575. Franconia, N. H., 576-7.
Frankford, Pa., 3S8-9. 'Frankfort, Ky.,
51, 225, 232-4. Frankfort, N. Y., 200.
Frankfort, Ger., 552, 700. Franklin, N. J.,
i6i-2, 169. Franklin, N. Y.,498. •Frank-
lin, Tenn., 352. Franklin Falls, N. H.,
577- Franklinvllle, N. Y., 208. Frank-
town, Oxi.^ij. •Frederick, Md., 29,31,
33» 238, 242-3, 349, 37^7. 487. Fredericks-
burg, Ind., 235. Fredericksburg, Va. , 352.
Fredericktown, Ky., 230. •Frederick-
town. Mo., 787. Freedom, N. H., 577.
Fredonia, N. Y., 50, 205-6, 223, 587, 772.
Freeport, Ont., 316. Freibourg, Ger., 552.
•Fremont, Neb., 478. •Fremont, O., 479.
Frcssingfield, Eng"., 539. Freudenstadt,
Ger., 481. Friendship, N. Y., 223, 772.
Frizinghall, Efig-., 790. •Front Bojral,
Va., 35X. Froetbnrg, Md., 243. Frye-
hnrg. Me., 576-7. Fulda, Ger., 552. Ful-
lerton, On/., 332. FultonvUle, N. Y., 200.
Funkstown, Md., 244. Ferriman, Per., 571.
Gainesville, N. Y., 222. Gainesville, Va.,
375. Galena, Ind., 235. Gait, O/U., 317,
324, 491. •Galveston, Tex., 783. Gam-
Wer, O., 784. Gananoque, Ont., 317, 325-61
333. Gang Mills, N. Y., 2 to. Gan pris
Pau, Fr., 702. Garden City (L. I.), N. Y.,
152, 530. Gardiner, Me., 573. Gardner,

Ms., 579, 767. •Gamett, Kan., 788. Gar-
rison's, N. Y., 29, 193, 609, 77a. GarsUDe,
"^V-» 556. Garwood, N. Y., 222. Gasport,
N. Y., 217. Gateshead-on-Tyne, Eng., 79a
Gauley's Bridge, W. Va., 351, 486. Gay-
lord's Bridge, Ct., 582. Geddes, N. Y.,
201,212. Geelong, K/W., 559-61, 563. G«l-
vington, Ky., 590. Ctoneseo, 11L, 479, 489.
•Geneseo, N. Y., 2x3. Geneva, N. Y.,
20S, 213, 772. Geneva, O., 488. Geneva,
Sw/fz., 545, Genoa, 111., 786. Genoa, //.,
552. Georgetown, b. C, 12, 241-2, 374,
376, 497> 782. •Ctoorgetown, Ky., 51, 226,
333-4- Ctoorgetown, N. Y., 337. George-
town, A'. S., 29a Georgetown, 0«/., 3x8-19.
Gera, Ger., 551-a. Germantown, Ky., 590L
Germantown, AT. S. IV., 565-6. German-
town, N. Y., 197, 498. Germantown, Pa., 389,
779. Gerry, N. Y. , 587, 772. •Gettysburg,
Pa., 242, 303, 347, 352, 385-6, 388, 486, 495,
499» 779' Ghalikue, i4/5r>» 57 »• Ghent,
N. Y., 197. Gilroy, Cal., 490, 492-3. Gi-
rard. Pa., 12, 205-^, 479, 488, 779. Girtford,
^"i"'* 540-1. Glasgow, Sco/., 534, S4S-6f

555. 645-7» 695, 698, 792. Glassboro, N. J.,
390, 522. Glenbrook, Cal., 490. Glendale,
Ms., 148. Glenfield, Pa., 779. Glen House,
N. H., 577. Glenrowan, yic/., 566. Glen's
Falls, N. Y., 186, 189, 19T-3, 609, 772.
Glen Station, N. H., 577. Gbnville, Ct,
138. Glenwood, Md., 782. Glenwood, Pa.,
341. Gloucester, Eng^., 536, 539, 554-7, 645.
Gloucester, Ms., 505, 512, 609,655,674-5,
767. Gloucester, N. J., 390, 522. God-
erich, Om/., 204, 301, 313-5, ?23-4, 331, 789.
•Goldendale, Wash., 788. Gold-hill, CaL,
476. Gold Run, Cal., 476. Golspie, Scai.,

556. Gordonsville, Va., 348, 350-1. Gor-
ham. Me., 515. Gorham, N. H., 576-7.
Goshen, Ct., 143. •Goshen, Ind., 236,
479. •Goshen, N. Y., 340, 587. Goshen,
Va., 351, 486. Gottingen, G^'., 522. Goul-
burn, y. S. W., 561, 564-6, 793. Qonver-
neur, N. Y., 334. Govanstown, Md., 377.
Grafton, Ms., 103, 378. Grafton, Oni., 319.
Granby, Ct., 145, 581. 'Grand Island, Neb.,
478, 4S9. Grand Metis, Que., 329. Grand
Pr^, N. S., 284, 286. 'Grand Forks, Dak.,
609, 78S. •Grand Bapids, Mich., 505, 519,
595. 7*5- Granger, Wyo., 477. Granite-
ville (S. I.), N. v., 157. Grant, N. Y., 210.
Grantham, Eng"., 540-1, 553. Granville,
Ms., 144, 146. Granville, ^. S., 2S4-5.

INDEX OF PLACES.

xliii

Gnvnend, Em^.^ S99» Graveaend (L. I.)>
N. Y., 90u Gravois, Mo., 535. *Gr»780il,
^1'* 35>>48S' Gray's Summit, Mo., 485-6.
Oraat Bunington, Ms., 148, 70a Great
Bend, N. Y., aS, 31, 207, 338, 341. Great
Berkhamsted, ^Mff •> 473f 480. Great Bethel,
Va., 439* Greftt IUIb, N. H., 637, 766w
Great Falls, Va., 241, 376. Greenbush,
N. v., 190-1, 197. *Qzeeiu»stle, Ind.,
485-6. Qreencaatle, Pa., 46. 296, 303, 344,
49S- Graane, N. Y., 336, 498. *Greexi-
llidd, Ms., II, 27, a9, 31, 51, 119, 182-3, Z94,
378, 500, 579, 767. Greenland, Pa., 244.
Greenock, Scot.^ 792. Cteeenpoint (L. I.),
N. Y.,91. Oreanpoit (L. I.), N. Y., 12,
a«. sa-3. «5o-5- •Qwen BiTer, Wyo., 477-
^QraeiiBlniziB, Jnd., 786. ^QreensbiiTg,
Ky., 239. *€breeiuiliiirg. Pa., 539, 779.
Green's Farms, Ct., 138. Green Tree, Pa.,
389. Greenville, Ind., 235. Greenville, Me.,
574. QreenTille, Mich., 785. Greenville,
N. J., 776. GreenTlUe, Pa., 341, 779.
•Gfae&Tllle C. H., S. C., 782. Greenville,
Va., 349. Greenwich, Ct., 138.9, 248, 581-2,
609, 769U Gffeenwleh, N. Y., 772. Green-
wood, N. Y., 171. Grenoble, Fr., 698.
Gretna Green, Se&e,^ 553, 556-7. Grimsby,
Oni.^ 315. CMnziel], la., 478-9, 787. Qria-
WCdd, la., 478. Groton, Ct., 153. Grotto,
//., 552. Grotzka, Serv., 481. Grovcland,
Cal., 491. Groveport, O., 785. Grovesend,
0$tt.t 331. Groveton, CaL, 492. Groveton,
N. H-, 576. Groveton, Va., 375. Guelph,
OMi., 31S-7, 319* 331- Guildhall Falls, N. H.,
577. QoUford, Ct., 132. Guillimbury,
Owi., 316. GuU Mills, Pa., 389. Gundagai,
y. S. H^., 565-6. Gunnersbury, Ettg'., 645.
Gunning, M S. JV.^ 561, 565-6. Gutten-
berg, N. J., 81, 83, 16S. Guyroard Springs,
NY., 497. Guysboro. N. S., 2S9.

•Hankenaeck, N. J., 30, 84, 165.6, 168-9,
776. Haokettstowxi, N. J., 164, 173, 776.
Haddonfield, N. J.. 390, 522, 776. Hadley,
Ms., ISO. *Hagei»Uiwii, Md., 39, 338-9,
a42-5, 303, 344. 346, 348, 350-1, 384, 387-8,
486.7, 495, 609, 78a. HagersviUe, Oni., 332.
Halle, GIrr., 522. Halleck, Nev., 477. Hal-
ifas, A^. .S"., 282, 286^, 292-3, 355, 364.5, 592,
609, 790. Haigler, Neb., 501. *Haile7,
Id., 609, 788. Hamburg, Gtr., 551, 599.
Hamburg, Ind., 235. Hainbiirg, N. Y.,
223. Hamburg, ^>>i/., 317. Hunburg, Pa.,
343. Ilamdeo, Cl, 134. Hamilton, Bfr.^

355» 358-9» i^^-^t 59», 609, 790. •Eun^
iltoxu O., 501, 594-5, 785. Hamilton, Ont.t
314-S, 3i7» 324, 33'-*» 593. 634, 789. Ham-
ilton, yic/., 560^1, 563, 793. Hamilton,
Va., 344, 497> Hammersmith, jE^w^., 551.
Hammondsville, N. Y., an. Hammonton,
N. J., 522. Hunpton, N. H., 102, 512.
Hampton Court, £n^., 4t 532, 545, 548.
Hancoclt, Md., 339-40, 343, 344-51 496.
Hancock, Vt., 578. Hanover, Ct., 134.
Hanover, Gtr., 522, 651. Hanover, N. H.,
766. Hanover, N. J., 163-4. Hantsport,
M^.,a86. Hanwell, ^M^.,646. Hanley,
Ehg"-! 665. Hardington, N. J., 533. Har-
densburg, Ind., 335. Hardwick, Ms., 579.
Harford, Md., 377. Harlem, N. Y., 30,
32-3, 55. 57. a49. 583, 612. 772, 774. Har-
lingen, N. J., 172. Harpenden, Eugr-, 553-
Harper, Kan., 7S8. Haxper*s Ferry, W.
Va., 29, 3 1, 240-3, 347-8, 350. 384* 496. •Har-
risburg, Pa., 244, 303. 343» 35». 496, 498,
779. Harrison, Me., 574. ^Harrison-
bnrg, Va., 346^, 382, 388, 497.9, 628, 782.
*Harrodsburg, Ky., 51, 226-7, 234, 236.
Harrogate, Enjg:, 636, 642. Harrold, E^g".,
540. *Haztford, Ct., n, 12, 36-7, 28, 30-a,

37. 39. 42-3. 46-7, "8, 123-3, "5. "8, 133,
136-8, 145, M3-9, 173. «79-8i, 183, 191, 234,
a49-5«. 253. 372-3, 377-8. 388, 401, 501, 5»o, 5^3.
524, 580-2, 593, 609, 615,625, 627-8, 632,655,
675, 677, 769. Harud, -4/^., 571. Harwich,
Enjg:., 599. Hastings, EMg'.^ 641, 682.
*Ha8tlngS, Minn., 487. Hastings, N. Y.,
335. Hastings, N. Z., 569. Hastings-on-
Hudson, N. Y., 75, 77, 5S6. Hatte Bay,
Que.t 329. Hatfield, Eng:, 540-1, 790. Hat-
field, Ms., 119, 182-3. Hatton, Eng., 543.
'Havana, 111., 485-6. Havant, Eng., 790.
Haverford College, Pa., 389, 779. Haver*
hill, Ms., 523, 577, 767- Havre, Fr., 599.
Havre de Grace, Md., 244, 372, 377-8, 497.
Hawkesbury, Ont, 327-8. Hawley, Pa.,
340, 609, 779. Hawthorne, Ont., 327. Haw-
trey, Ofti., 332. Haydeu's, Ct., 31, 181, 251.
Haydenville, Ms., 119, 767. Haselton,
Kan., 7S8. Hazleton, Pa., 498, 779.
Healdabnrg, Cat., 490. Hebron, A^. S.,
283. Hebronville, Ms., 107. Heda, Pa.,
498. Heidelberg, Ger., 522, 545, 552.
•Helena, Mont., 788. Helensburgh, E/ig'.,
646. Hempstead (L. I.), N. Y., 138, 150-2,
154. 'Henderson, Ky., 590, 609, 783.
•Henderson, Minn., 787. Hendrysbuig,

xliv

TEN THOUSAND MILES ON A BICYCLE,

a, 4S5- *Heii3l0pi]i, III, 4S9. Herat,
A/g.^ 48af 57«- Hereford, Bng.^ 53^
•Hfirkimer, N. Y., 208. Hermouli, Rcum.,
481. Hertford, Eng.t 540-1. Hespeler,
Ottt^t 31 ;• Hettingen, Bel., 545. Heuvel-
ton, N. Y., 334- HicksviHe (L. I.), N. Y.,
51, 153-3. Highgate, Bn^.^ 540. Highland
Cf«ek, Ont., 319. Highland Mills, N.Y., 171,
609,77a. mghland Park, III., 787. High-
lands, N. Y., 172, 19S. High Top Gap,
Va., 348. High Wycombe, Eng.^ 645, 790L
Hilliard, Wyo., 477- Hillsboro, N. H., 575.
Ujllsburg, OnL, 316. Hillsdale, N. Y., 1^.
HiU*s Valley, Cal., 490. Hind Head, Bng.,
777. Hinds Comers, Pa., 339. Hingham,
Ms., 112. HlnwUle, Ms., 121. HiiwdAle,
N. H., 579. Hinsdale, N. Y., 152-3.
Hitchin, Eng.^ 540-1, 557-8. Hitchcockville,
Ct., 144- Hobart, 7«*., 560, 563-4, 652,
794. Hoboken, N. J., 32, 83.3, 85, 168, 172,
5^3* 77^' Hodnet, Bng.^ 555. Hoffman's
Ferry, N. Y., 32. Hoguestown, Pa., 343.
Hohokus, N. J., 169. Hokitika, N. Z.,
569. Holland, N. Y., 222. Holland Patent,
N. Y., 210, 213. Holland's Landing, Oitt.,
3r6. •SoUliter, CaL, 492. Hollteton,
Ms., 767. HoUowviUc, N. Y., 188. •HoUy
Springs, Miss., 783. Holmesville, Ont.,
313.' Holmsdale, Scot.t 556. Holycross,
/rv. , 546. Holyhead, Emg. , 686. Holyoke,
Ms., 31, 58, H7-8, 120, 123-6, 135, 183, 191,
2S'» 5*4, 5«7. 609. 7^7' Homar, Mich., 323.
HomeitlMUl, la., 479. Homestead, N. J.,
83-4. Homestead, Pa., 779. *Honatdale,
P»-. 44, 30a, 339-40, 501. Hope, N. J., 164.
Hopedale, Ms., 767. Hoptown, Cal., 490.
Hoosick Corners, N. Y., 193, 51a Hootiek
FUl8, N. Y., 193. HornellsviUe, N. Y.,
30, 216-7, 222. HoraaheadB, N. Y., 216.
Horton, A^. ^., 286. Housatonic, Ms., 148.
•Howard, Kan., 788. Howard, Minn.,
787. Huddenifield, Eng.^ 645. Hudson,
Col., 501. ^Hudson, N. Y., 29, 32, 51, lai,
190, 192, 195-8, 258, 488, 510, 609, 772.
Hudson, On/., 32S. Hughsonville, N. Y.,
194-5. Hulett's Landing, M. Y., 29, 32.
Hull, Oh/., 327. Hull, Eng., 545, 599-
Humboldt, Nev., 476. Hummclstown, Pa.,
343. Hunter, N. Y., 505. Hunter's Point
(L. L), N. Y., 28, 31-2, 58, 91, 96-7, 99, 151,
153. Huntingdon, Eng, 539, 541. *Hunt-
ingdon. Pa., 244, 779. *HuntingtoD, Ind.,
786. Himtlngt(m, Ms., 121, 194. Hant*

iagtonCL. L), N. Y., 151. Harunui, AT. Z.,
567-9. Hutonburg Comers, Ofti., 127.
HydA Park, Ms., 767. Hyde Park,
N. Y^ 497.

Icbtiman, Bamm., 481. Idlewild, N. Y.,
197. Dion, N. Y., 200, 208. •Indapeodp
enoe, Mo., 485-6. *Indiaaa» Pa., 610, 779.
•Tndianapolia, Ind., 485-8, 501, 595, 6ro,
628, 786. *fniHanola, la., 787. Indian
Castle, N. Y., 479. Indian Oiohazd, Ms.,
29, 104, no, (17, 124-6, 181, 252. Ingleaide,
Ms., 125. Ingersoll, Of$t., 324, 332. Inver-
may, (?«/., 316. Inverness, Sc^i., 536, 554.
Inwood, N. Y., 7s. lona. On/. , 3 12. *Iowm
City, la., 479, 489- Iowa Fans, la., 628,
789. Ipswich, Eng.^ 532, 538-9, 599. Ips-
wich, Ms., 112, 510, 512. Ireland Parish,
Ms., 118, 125. Ireland Point, iZrr., 358.
Irkutsk, Bus., 570. Ironsides, Ont., 327.
Irving, N. Y., 204, 527. Irrington, Ind.,
786. Inrlngton, N. Y., 75, 79, 162, 164,
174-5, 198. Irwin, Pa., 779. Ithpeming,
Mich., 785. Isle Madame, N. S., 289. lale
Parent, Que., 328. l8]ip(L. I.), N. Y., 150,
15a. Ismidt, Tur., 481-2, 570. *IUiaoa,
N. Y., 497-8. 77a.

Jackman's Plantation, Me., 574. *Jaek-
SOn, Mich., 501, 785. Jackson, N. H., 577.
Jacksonville, Cal., 491. Jacksonville, Vt.,
579. Jacktown, O., 486. Jagodina, «S>nr.,
481. •Jamaica (L. I.), N. Y., 90, 151^,
772. Jamaica Plain, Ms., 575, 767.
Jaman's Gap, Va., 347. JamOBtOWn, N.
Y., 221, 587, 6ro, 772. Jamestown, O.,
785. Jamestown, Pa., 206, 223, 485. Jar-
vis, Oni., 332. ^Jefferson, la., 628, 787.
•Jefferson, Wis., 787. •Jefferson City,
Mo., 486. Jeffersontown, Ky., 236. •Jef-
fersonTille, Ind., 235, 595. Jafferson-
▼ille, O., 245. Jenkintown, Pa., 779.
Jenksville, Ms., 104, no, 117, 126, 181, 352.
Jericho (L. I.), N. Y., 151-a. Jerome Park,
N. Y., 71, 73, 582. Jersey, Ont., 316.
•Jersey City, N. J., 30, 5«, «», 85, 97, 149,
156, 168, 342, 388, 510, 583, 6a8, 776. Jex^
seyflliore. Pa., 779. John 0'Groat's,^r«/.,
497, 532, 536, 544, 548, 553-7, 685. Johnson-
burg, N. J., 163, 207. Johnston Corners,
(?«/., 315. * Johnstown, N.Y., 196. Jobns-
town. Pa., 496, 530, 779- ♦Jollet, III., sot.
534. Jonesport, Me., 274. Jordan River, M
^•t >93- Jordanville, Ct., 131. Jugiong, A^.
S. Ur., 564^. •Junction City, Kan., 788.

INDEX OF PLACES.

xlv

U. N. Y., ai6, s8a. Kaklu, /"m,
S7I. iCaiora, yiU.^ 563. Kamouraska, Qm.,
319.30. •KaiUuikM, IIL, 787. KaniM
CttTi Mo., 473. 486, 595, 7«7. Kaiapoi, N.
Z., s68-9> Kariex, /'«r., 571. Kanthia,
XKtf., ssa. Xatonali. N. Y., 773. *Kmi«-
aer. Neb., 475, 47S> 4Se- KMMTlUa, N.
Y.,jii. Keilor, Kj^., 563. KeUogg. U,
479- K«]«e7Vill«.CaL,490' KeltoD, Utah,
477. Kendal, iSiv-i 53^ 555- KemUU-
TUle, IncL, 479. Kennebec, Me., Forks of
tbe, 573-4. KeoiMdy, N. Y., 223. KOh
B«tt Sqwure, Pa., 779. Kenaington, En£.t
5$4» 64S' KentTille, M ^., 385. Kerns-
unrn, Va., 345. Keasock, i^nv-, 5361 Kea>
wick, Ettg., 646, 791. Keswick, Ont.t 316.
Keuerioig, £1^., S40w Kettle Pt., (?»/.,
33a. Kboi, Ptr.t 483. KiUarney, Ir*.^ 546,
6$a. Kimbokon, iffMtf'., 539. Kincardine,
OmL^ 315, 789. Kinrturhoftt, N. Y., 148,
19^, 610, 77a. Kin-gan-foo, Chi, $7*'
Kiagsliridce, N. Y., 64, 66, 78, 98, s8a'3.
Kingston, JEiv-, S44. Kingston, N. J., 377.
'KSnertom, N. Y., 188, 198. Kingston,
(?«/., ao4, 397, 300, 3«7, 3«9-a6, 333, 5»3i
610,789. KingMoo, Pa., 330. Kingston, 5*.
Am$., s6ol Kingussie, Sc^,, 555-6^ Kings-
TiUe, {?«/., 301, 31a KintnetSTiUa, Pa., 497.
Kintore, Omi., 333. Kk>to,/dt/., 793. Kirk-
ton. OMi., 333. Kittery, Me., lox, 346, 575.
Kio Kiang, CA/., 57a. Knight's Ferry, Cal.,
491-3. Knotty Ash, Et^., 557. Knowltoo,
N. J., 164. •Kokomo» lad., 786. Kreage-
villt. Pa., 341. Kurrachec, /«^, 571.
KaixiowD, Pa., 387. Kyamba, N. S. H^.,
565. Kyoeton, K*c/., 559, 561-3.

LaceyriUe, Pa., 319. Lachine, Qnf., 338.
La Chata Mills, Omt., 789. Lackawaxen,
Pa., 340. Laooda, N. Y., 335. TiftQonta,
N, H., 576-7. •htk Crow«, Wis., 787.
Lalamn, Xtu., 571. «Lft Fayette, Ind.,
S3S, 786. *If»gr«Bge, Ind., 336. Lahore,
/mL, S7a. Laird, Neb., 501. *IiBke City,
CoL, 788W nAke Qeorge, N. Y., 609, 773.
Lake Pleaaeet, Ma., 378^ Lakeville, Ct.,
i43r ■47- lakeville, N. Y., 193. Lake-
wood, N. y., 333. Lambeth, Otti., 331, 519.
lU., 479- Lemonte. Mo., 47S>
ir, Ettg., 554. Leaeaster, Ms.,
579^ •LaaeMter, N. H., 575-7, 676, 766.
TenwtT, N. Y., ao8, 315. ^LaiioMter,

P*., 164, 344* J'7i S*3. 378, 386, 388^
486> 49S^. TT* iMdwrillt, Pa., 3891 77*.

Land's Bnd, Em^., 397, 533, 536, 548, 55^-7.
685. Lanesboro, Ms., lai. LanesyiJIe, Ky.,
335. Langenwcddingen, Xui., 687. Lang-
ford, Efi£:, 558. Lansdowne, C!n/., 335.
TjawtlTiC, Mich., 501, 50s, 595, 785. jMOr
ilngbws, N. Y., 193. Leona, N. Y.,
aa3, 5S7. ^Laporte, Ind., 479. Laprade,
Fr,, 551. *Laraiiiie, Wyo., 473-41478.480,
788. Larrabee's Point, Yt.. 579. La Salle,
N. Y., 315. Latsobe, Pa., 610, 779.
Laurel, Md., 377. Laurel Hill, Pa., 485.
Laumoot, Fr.t 558. Launceston, Tas., 560,
563-4. Lausanne, Swiiz., 545. ^Lawreoce,
Kan., 485, 788. *LawTenee, Ms., ixa> 514.
768. ^Lawxenoelmrg, Ind., 336. Law-
rencetown, M S., 385. LawrenceviUe, N.
J-f 377* 777' LaytoBsville, Md., 376. Lead-
enharo, ^xf., 539. ^LeadvUle, Col., 643.
788. Leamington, Ont., 310^ 'Lel^aaoil,
Ky., 329, 334, 610, 783. Lebanon, N. Y.,
197. ^Lebanon, O., 785. •Lebanon, Pa.,
3Q3* 343> 485, 779' I'M, Ms., i3i, 146, 148,
30S, 6x0, 768. Leeds, Em£^., 636, 645-6, 791.
^Leeaburg, Va., 497. Leestown, Pa., 343.
Lee's Summit, Mo., 486. Leete's Island,
Ct., 133. Lseu warden, ^0/., 553. Leghorn,
//., 700. Lehighton, Pa., 399, 341 > 610.
Leicester, Sm^., 53a. 539. 5S3» 643. Leices-
ter, Ms., 103, 110, 114. Leipsic, C7«r., 114,
651. Leith, Se^., 645. Leitersburg, Md.,
385. Le Mans, Fr., 699. Lemay Ferry,
Mo., 535. Lempster, N. H., 575. Lenox,
Ms., 148, 700. Lenox, N. Y., 208. Lenox
Furnace, Ms., 148. Leominater, Ms., 579.
I^eon, N. Y., 333. Leonardsville, N. Y..
773. Le Roy, N. Y., 308, 331, 479. 487.
773. Lrcainore, /rr., 546. Lethbridge, K«r/.,
559. . Level, Md., 373. Level, O., 785.
Lewes, Emg., 539. •LewlabUPg, W. Va..
351, 486. Lewiaton, Me., 765. Lewistoa,
N. Y., 333. Lewiston, On/., 335. *Lewla-
towB, 111., 485-6. •Lewiatown, Pa., 344.
496. Lewisville, Ind., 485. •Lexington,
Ky., 336, 333-4, 501, 537, 783. Lexington,
Ms., 39, 5't >o3i 386. 517, 768. •Lexing-
ton, Va., 347, 349-S«. 495- Leytonstone,
Eng'.^ 791. Lima, N. Y., 308, 313. *Lima,
O., 488, 501. Limekiln, Pa., 389. Lim-
erick, /r#., 79a. Limerick, Me., 577. Lime
Book, Ct., 769. Lincoln, £«r-, 539> *Lin-
OOln, III., 486, 489- Lincoln, Omi., 323.
Lincoln Park, N. J., 777. Linlithgow, Scai.,
645. •Linn, Mo., 485. Liabon, N. H.,

xlvi

TEN THOUSAND MILES ON A BICYCLE.

577. I-tole, N. v., 497* L'IsIet, Que.,
329-30. Listowel], Ottt., 314-5* *Litell-
flald, Ct., i4i-s> 148, s8i. Little, Ky., 336.
Little Boar's Head, N. H., 513. Little Falls,
N. J., 30, 84, 165, 167, 169. Littto FaUs,
N. Y., 200, 202, 20S, 48S, 772. Little Metis,
Q***'* 329-30> Little Mount, Ky., 236.
Little Neck (L. L), N. Y., 151-3, «55-
•LlUle Book, Ark. , 783. Littleton, N. H.,
61, 576-7. •Little Valley, N. Y.. 223.
Liverpool, -ffn^f., 99, 406, 473M, 480-2, 527,
532, 553» S5<^7. 570, 592. 636, 642, 645-7.686,
791. Liverpool, N. JT., 28S. Liverpool,
N. S. IV., 561, 565-6. Livingston, N. Y.,
220. Llandaff, ^«^., 558. Llandyssul, ^»j'.,
791. Uoyd's Neck (L. L), N. Y., 151.
Lodge Pole, Neb., 478. Lockerbie, Scot.,
536. *Lock Haven, Pa., 779. Lockland,
O., 785. 'Lockport, N. Y., 316-7, 222,
325. 5o(, 772. *Logan8port» Ind., 786.
London, En^., 63, 99, 129, 280, 292, 353,
365, 402-6, 426-S, 436, 444, 448, 464, 467,
470-2, 474-5. 480.1, 517, 524, 530-41, 544.
547-8, 5SO-I, 553-8, 567, 598-9, 602, 611, 627,
636, 642-7, 654, 656-9, 662, 670, 681-91, 693,
695-6, 698-9, 791, 798. London, Oni., 204,
3«, 3«4-5, 3*9. 3»i. 33', 33*. 634-5. 654, 669,
789. Londsboro, Otti., 332. Long Island
City, N.Y., 97, 99. Longmeadow, Ms., 123-4,
181,254,580. Longneuil, ^N»., 328. Long-
wood, Que., 331. Lookout, Wyo., 478. Lo-
niin,0.,595. L' Original, ^«tf., 328. Lor-
raine, ^r., 480. *Lo8 Angeles, Cal., 789.
Loughboro, Eng., 539. Louisbux^, C. B.,
289. *LotiisTiUe, Ky., 31, 33, 51, 225,
23r-7, 486, 501, 525-6, 530, 590, 595, 597,
A28, 783. Loup, Fr., 545. Louvain, Fr.,
699. Lovell, Me., 577. Lovelock's, Nev.,
476, 480. *LoweU, Ms., 112, 378, 500, 508,
517, 597. 660, 76S. Lower Lachine, Que.,
328. Lowestaft, Eng:, 539. Lubec, Me.,
264-70, 279, 516, 573, 610, 765. Lucan, Oni.,
312, 314. Lucindale, S. A us., 560. Luck"
now, Ont., 315, 332. Ludlow, Vt., 579.
Lunenburg, M 5*. , 288. Lonenlnirg, Vt. ,
577. *Luray, Va., 244, 346-51, 381-2. Luth-
field, A^. Z., 56S. Lutton, Eng^., 537. Lyme,
Ct., 131, 792. Lynehbiirg,Va.,346. Lynd-
httrst, N. J., 166. Lynn, Eng., 537-8, 557.
Lynn, Ms., loi, 516, 573, 597, 631, 768.
Lynn, C7i«/., 326. Lyons, />., 698. L>"on8,
III., 479. 'Lyons, Kan., 6a8. *Lyons, N.
Y., 77a.

McCainsville, N, J., 163, 207. McCbok,
Neb., 501. *MoOonneUslnirg, Pa., 485.
'Maehias, Me., 270-4, 279, 575, 592. Ma-
chiasport. Me., 257, 273-4, 279. 573- Mcln-
tyre's Comers, Oni., 332. McKinstryville,
N. Y., 193. McUinnTille, Or., 788. •Mar
oomb. III., 787. ^Macon, Ga., 782. M6-
Veytown, Pa., 244. Madison, Ct., 132,
523. *Madison, Ind., 595, 786. Madison,
N. H., 577. Madison, N. J., 30, 163, 174,
777. Madison, N. Y., 772. Madison, C,
479. *Madison, Va.. 348. Madrid, .S>.,
70a Madrone, Cal., 490, 492- Magnolia,
Ky., 230-1. Mahwah, N. J., 169. Maider>-
head, Eng., 567, 792. Maidstone, En^.,
646. Mainx, Ger., 552. Maitland, N. S.,
283. Maitland, Om/., 326. Maketoke,
A^. Z., 568. Maiden, Ms., 29, zor, 768.
Maiden Bridge, N. Y., 208. Malmesbury,
yicf., 560. Malvern, Eng., 645. Malvern,
OfU., 116. Malvern, Pa., 3S9. Mamaxo-
neok, N. Y., 247. Manassas Gap, Va., 34S.
Manchester, Eng., 468, 535, 539, 550, 642,
645-7, 683, 688, 792. Manchester, Ms., 113.
Manchester, Me., 627. Manchester, Mo.,
3», 52s. 52S. *Manehe8ter, N. H., 500,
575-6, 766. Manhasset (L. I.), N. Y., 151.
Manhattanville, N. Y., 32. Mannheim,
Grr.,552. Mannsville, Pa.,335. Manotick,
Oh/., 327. Mansfield, Ms., 107, 109, 768.
•Mansfield, O., 7S5. Mansfield, Pa.,
779. Mantes, ^r. , 480. Maple wood, N. H.,
577. Marblehead, Ms., 112, 281, 515, 768.
Marcellns, N. Y., 20S, 479- Marcy, N. Y.,
210. Margate, Eug., 599^ •Marietta,
O., 595. Marietta, Pa., 244- Mariner*s
Harbor (S. I.), N. Y., 772. Marion, N. J..
82, 168, 582. Marion, Pa., 495. Markdale,
(?«/., 3 16. Markham, N. Y., 223. Mark-
ham, Omf., 316. Market-Deeping, Efig.,
539, 541. Marlboro, Ms., 514. Marlboro,
N. Y,, 172. Marlboro, Vt., 579. Marlen-
hsim, Ger., 481. Marlow, Que., 574.
Marlton, N. J., 39a Marmande, Fr., 552.
Marseilles, Fr., 698. •Marshall, Mich.,
334,785. •Marshall, Minn., 787. •Mar-
Shalltown, la., 787. Marshfield, Ms., 113.
Martlnsbiirg, N. Y., 201. •MarMnsburg,
W. Va., 242, 244. 300. 303, 344-5. 349, S«8,
495-8, 590, 782. Martinsville, N. Y., 317.
Marulam, AT. S. W., 564-6. •Marywille,
Kan., 485. Marysville, Viet., 560. Mask-
inonge. Que., 575. MaBiJllon, O., 487, soi.

INDEX OF PLACES.

xlvii

feS* 6«7^ 785- Masterton, A^. Z.. 568^
Mataae, Qme., 339. Matlin, Utah, 477-
Mauituck (L. I.), N. Y., 150, isa, 155- M«t-
toon, lU., 489. ^ICaneh Chunk, Pa., aao,
»99» 34a, 5301 779. Mayfieid, CaL, 493-
Mayence, G^., 545- *MaytVlUe, Ky., 30,
P. 39» a33-5. SO't 590- *M«yvUla, N. Y.,
ao6, aaj, 48S, 587. Maainan, J?«»., 571.
•MtedvlUe, Pa., 779- Meaford, Ont„ 316.
Keehaalctlrari^, Pa.,779. Mechanicsville,
Md, 376. BCaehftiiiesvlUe, N. Y., 190,
i9t. MaobuilcsTiUe, Pa., 341. *MedU,
Pa., 390. Medina, Kan., 485- Medlnft,
N. Y., 217, aaa. •Medlnft, O., 501* 785-
Medina, Otd., zzz. Hodford, Ms., 516,
768. Mdningen, Gtr.^ ssa. Melboonie,
Oirf., 331. Melbourne, Viet,^ 559-66, 570,
6sa, 654, 695-6, 706, 793. Me]petaa, Cal.,
490. Mdton Mowbray, Eng.^ 547. *BCam-
pUt, Tenn., 6a8, 633, 654, 670, 783. Mend-
ham, N. J., 173- Mendota, IlL, 479-
MmnVimiMW, Wis., 787. Meningie, ^.
ilM., 56a Menio Park, Cal., 49s. Mentor,
O., 785. nCaroer, Pa., 779. Merchant-
ville, N. J., 390. BCerldan, Ct., n, 38, 31,
no, 128, i33-5f »37-8f «49. «9»» a5o»» 377»
510, 5S1, 610, 769. Meredith, ViU,, 559.
MerioB Square, Pa., 389. Merioneth, Eng.^
645. Kaniek, Ms., 768. Merrick (L. I.),
N. Y., 153. Merrimac, Ma., 768. Merritt-
rilk, N. J., 171. Merv, /?«t., 57a Meshed,
Ptr.f 570-1. Meshoppeo, Pa., 3a, 319.
Metcalfe, Oni. , 327. Metegban, N. S. , 383-4.
Metocben, N. J., 167, 377. Metz, (;#r.,
S99- Mexico, Mex.^ 790W Mexico, Pa.,
244. Meyendale, Pa., 244. Mianus, Ct.,
248. *Middlelniry, Vt., 197, 578-9. Mid-
dle Fmge, N. J., 170. MIddleport, N.
v., 217. Middleport, Pa., 34a. Middlesex,
Vl, 578. •Middletown, Ct., 769. Mld-
dtetoira, Ind., 236. Middletown, la., 484*
48s, 486. Middletown, N. Y., 198, 340,
498. 587. 77*- Middletown, O.. 785.
VUUletown, Pa., 345. 3S(t 496. Middle-
toira,.R. 1., 108, 581. Middle^ine, M. J.,
rfa, Midway, Va., 349, 495. MifiKn, Pa.,
S44, 498- Milan, //., 55a, 793. Mlltord,
Ct, 110, 134, 13S, 140, 143, 349. Milford,
Eh, 546. Milford, Ms., 768. Milford,
N. H., 579, 766. vMUford, Pa., 164. 198.
^» SS7. 779- MiUbank, Oni., 335* MHl-
brae, Cal., 492^. Millbrldge, Me., 374.
Mimmm, N. J., 16a, 164, i73> <7S* Mill-

btny, Ms., ro9, 768. MiD City, Nev., 476^
MUl Creek, Pa., 38^ MiUerflbnrff, Ky.,
333. MUler't Falls, Ms., 768. Miller's
Station, Ind., 479. Millerstown, Pa., 385.
MillenviUe, Pa., 779. MiUerton. N. Y.,
188. Mill Grove, N. Y., 217. Millhaven,
Ont.y 325. MUltown, Me., 366. MiU Vil-
lage, N. S., 393. MillYiUe, Ms., 109.
MUlTllle, N. J., 390. 520, 777. Millwood,
Pa., 494. Milton, Ms., 39, 102, 517, 768.
MUton, N. H., 577. Mihon, N. Y., 172.
Milton, Vt., 500. Milton Falls, N. H., 577.
Milton Lower Falk, Ms., 58, 106, 109. •Mil-
wankee, Wis., 259. 487, 501, 5«9, 5*4, 595,
628, 643, 787 Mine La Motto, Mo., 787.
Mineola (L. I.), N. Y., 151, 153. •Minne-
apolis. Minn., 324, 53©, 595» 6a8, 787.
Miramarc, Aust.t 553. Mirfield, £m^., 79a.
Mishawaka, Ind., 479. Mitchell, Otd,,
ao4, 3»3, 3M, 3«7, 3*4, S3a- Mittagong,
N. S. H^.t 561, 564-6. Mittineague, Ms.,
lao, 133-3. *MdUle, Ala., a. Moline,
in., 479. 4891 7*7. Monclon, N. B., 598.
Monmouth, Eng., 539. •Moomoath, IlL,
787. *Monmoutii, Or., 78^. Mono Cen-
ter, Oni., 316. Monroe, N. J.« 163. Mon^
roeville, O., 488. Monson, Me., 574.
Montauk (L. I.), N. Y., 155. Montelair,
N. J., 160-2, 167, 777. Monterey, CaL, 49o>
492,494. Monterey, Ms., 488. Monterey,
Pa., 385. •Montgomery, Ala., 610, 637,
670, 707> 783- Montgomery, N. Y., 198.
MdntioeUo, N. Y., 510. Monticeilo, Va.,
351. Montinagny, Que., 328. Montowese,
Ct., 133. >49- •Montpelier, Vt., 500,
578. Montpellier, Fr., 481, 699. Montreal,
One., 18s, 187, 293, 326-8, 330-1, 333, 500,
S^, 575» 578, 59*» 598, 634-5, 646, 669, 790.
•Montrote, Pa., 594, 779. Montville, Me.,
574- Monument, CoL, 477- Moolap, ^at/.,
559. Moonambel, Viei., 566. Mooree-
town, N. J., 177.8, 3901 Sa«» 5a»i 777-
Mooresrille, Ind., 235. Mooresville, Pa.,
343. Moose River Plantation, Me., 574.
Morecambe, Bug., 645. Morehouseville,
N. Y., 211. Moretown, Vt., 578. Morges,
SwitM., 545. Morpeth, Om(., 310, 315.
Morris, Ct., 142. MoRlaania, N. Y., 96.
•Monlttown, N. J., 30, 84, 163-4, 173, «75i
333, 5o», 610, 777. Mortlake, Eng., 646,
793. Mortlake, Far^., 55941. Moscow, la.,
479. Moscow, Eta., 79s. Mosholu, N. Y.,
78. Mott Haven, N. Y., 73. Moontaln

xlviii TEN THOUSAND MILES ON A BICYCLE.

Ytow, GaL, 49*- Mountain View, N. J.,
165, i69-7<x Ml Carbon, Pa., 34a. Mt. Car-
mel, Ct, 134-5, a49i 486, 581. *Ht. G«r-
ooel, III, 486, 787. Mt. Crawfonl, Va.,
346. Mt. Dewrt, Me., 130, 274.7, 279, aSt,
511*13, 515, 573. Mt Eden, Cal., 493. Ml
Eden, Ky., 336, Mt. Ephraim, N. J., 390,
Saa. Ml Forest, (?«/., 316. Mt. Gambler,
Vid,, 560. Ml Hermon, N. J., 164. Mt.
HoUy, N. J., 777. ML Hope, N. J., 164.
Ml Hope, Ont., 332. Mt. Jacksoa, Va.,
346,348, 3Sa-3- Mt. Joy, Pa., 496. Mt.
KSftko, N. v., 76, 187. Mt. MorrU, N. V.,
58, 213. Mt. Pleannt, Pa., 339, 779. Mt.
Pttlatkl, lU., 485. Ml Sl Vincent, N. Y.,
78, 80. Ml Salem, OtU.^ 331. ML Sidney,
Va., 346, J5i^ 486. Ml Stewart, P, E. /.,
290-1. Ml Uniacke, AT. S., 287. Mt.
y«mon, N. Y., 79, 138, 583, 77a. Mt.
Yenum, O., 501, 785. Ml Vemon, Ofit.t
3 1 7. Ml Vemon, Va., 376. Ml Washing-
ton, Ky., 236. Much Wenlock, Eh^., 792.
MulUca Hill, N. J., 390. Mumford, N. Y.,
222. Mundarloo, A^. S. IV., 564. Munich,
Gcr., 481, 651, 697. Murdiison, j^ic/., 56a.
Murphy's Comers, Oni., 33a. Murray,
N. Y., 222. Muatapha Pasha, Tur., 48a.
Myerttown, Pa., 343, 610, 779.

Nagasaki, /iit^., 57a. Nancy, Fr.y 139, 480,
545. Nanuet, N. Y., 586. *Napa, Cal., 49a
Napanee, Ont.^ 319-22, 324-5» S<^' Napar-
vllle. 111., 479. Napier, AT. Z., 568. Naples,
/'•, 5S«-a, •<»• •Napoleon, O., 479- Nar-
racoorte, Vict., 560. nVaahna, N. H., 128,
i37» S«>» 507-8, 575. 627, 6431 766. •Nash-
ville, Tenn., 231, 352, 500, 595, 597, 783-
Nauaa, N. Y., 479- Natlck, Ms., m-ia,
114, ao8. Natural Bridge, Va., 348-51, 525,
610, 782. Nansataek, Cl, 141, 582. Na-
venby, ^»i^r-» 539- Navoo, C7j»/., 332. Kaiap
reth. Pa., 779. Needham, Ms., 29, 33, 768.
Neenah, Wis., 787. Negannee, Mich., 785.
Nenagh, Ire., 546. Nevis, N. Y., 196. ♦New
Albany, Ind., 235, 486, 595. New Albion,
N. v., 223. New Almaden, Cal, 789. New-
ark, Eh^., 539-41. •Newark, N. J., 29-33,
S(-3i 55* 58, 82, 84, 121, 156, 159-60, i62-4>
166-70, 172, 174-5, 177, 207, 220, 317, 37a,
387*8, 501, 509-10, 583-4, 587-91 6io, 632, 654,
669, 711-12, 777. *Newark, O., 785. New
Baden, lU.. 485. New Brighton (S. I.), N. Y.,
32, 156. NewBiitaia, Cl, za8, 134, 136-8,
t4a, »45. U9. «5o, 377. S8i-», 770. •Now

Bnmswlek, N. J., 167, 172, 34a. 377. 499.
777- Newburg, Ind., 237. •Newbnrgli,
N. v., 74, lai, 146, 171, 194, 197, 340, 498,
582, 610, 702, 772. Newbury, £/^., s^.
•Newbnryport, Ms., 101-2, 512, 518. New
Castk, Ala., 783. Newcastle, CaL. 476.
Newcastle, Del, 52a. Newcastle, £ng.,
599, 642, 644, 646-7. •New Castle, Ind., S36,
786. Newcastle, Oni.^ 319-M, 325- •New
Castle, Pa., 779. Newcastle-on-Tyne, ^Kip.,
554. 646, 687-8, 79a. New ConeoiHA, O., 245,
485. New Dorp (S. I.), N. Y., 158. N«w-
fieU, N. J., 522. Newfoundland, N. J. , 6ie,
777. New Hartford, Ct., 143-5- •New
Haven, Cl, 12, 27, 30-3, 50, 54, 61, 99, 113,

127-8, 132-6, 138-40, 14a, 144-5. «48-9, «5>.
171, 246, 249-50, 377-8, 391. 394, 398-9. 401,
404, 435. 438, 464-5. 5o». 5«o-««. 532-3, 58i-a.
993, 627, 643, 722, 770. Newbaven, Enf.,

480. New Haven, Ky., 229, 234. New
Holland, Pa., 486. New Hurfey, N. Y.,
19S. Newington, Cl, 136-7, 250. New Leb-
anon, N. Y., 488. New Lenox, Ms., 14S.
*New London, Cl, 3a, 85, 129-31, 14$,
148, 150, 153, 581, 593, 597, 610. New
Longbach, Atttt., 481. Newmarket, Emf.,
539. Newmarket, Md., 377. Newmar-
ket, Oni., 316, 789. New Market, Va.,
244, 346-8, 35». 381-3, 388, 495. 498. New
MUford. CL, 142, 582, 77a NewMilford,
Pa., 341. •New Orleans, La., a, 140, joo,
sot, 527, 595, 597. 628, 654, 670, 783. New
Oxford, Pa., 351, 486, 495. New Palti, N.
Y., 198. New Philadelphia, Pa., 34a. New
Plymouth, N. Z., 568-9. Newport, Del..
3?2. •Newport, Ky., 590, 784. NewiKnrt,
N. H., 500. Newport, Pa., 496. •New-
port, R. I., 12, 24, 28, 3r-3, 37, to8, 150, 516,
523, 526, 581, 615-6, 625, 800. Newport
News, Va., 595. Newportville, Pa., 377.
New Preston, Ct., 77a New SoehfiUe,
N. Y., 91, 138, 247, 627, 772. Newry, Eng.^
792. New Sarum, Oni.^ 331. New Tacoma,
Wash., 788. •Newton, la., 479- Newton,
Ms., 31, 185, 517, 530. 631, 768. •Newton.
N. J., 777. Newton Comers, N. Y., 211.
Newton Lower Falls, Ms., iii, 114. New-
tonvfne, Ms., 631. Newtonville, Ont.^ 319,
325. Newtown, Cl, 151, 58a. Newtown (L.
L), N. Y., 58, 90. Newtown, Pa., 345. New
Utrecht (L. L), N. Y., 90. NensaU, 5rrw.,

481. •New York City, N. Y., a, ii^ la,
a5-6, 29. 3«-3. 38, 4a, 46-7, 5«, 53-4,64-6, 83.

INDEX OF PLACES.

xluc

M. 87-9», 94-7f 99. «<»» »o5. «<»9i "a-3.
laS, 13a, jjS, 150^, 166, 168, 171, 177, 183,
1S7. i8>90, 193, 197-3, ao7, 109, 134, 438, 24*,
346, 249, a3», «S«. 264, 275, a79» »«8i *96,
998, 305, 308, 312, 3JO, 323, 331, 345, 350,
353-6, 363-70, 37«» 374, 377-«i 384. 3881 39»,
399,402-4, 407, 427-38, 448-54, 458^, 464-6,
469. 47a, 474, 4S1, 487, 494, 499-50', S04, 5'Of
5». 524, 569-70. 572i 582-8, 592-4, 597, 610-11,
615.20, 625.% 643, 654-7, 659, 663, 667, 672,
678,630, 63;, 700, 706, 708, 71T-2, 728, 730,
733, 772-5. 779- New York Mills, N. Y.,

336. Nezmely, //'f(ii,,48i. Niagara Falls,
N. Y., v., 12, a8, 31, 50, 52, 55, 199, 202-4,
214.216, 225, 232, 293, 296, 315, 317, 323-5,
331, 333, 3S2, 4S8, 500-1, 582, 586, 593, 610,
775. Niantic, Ct, 130. Nicetown, Pa.,377.
Nfles, N. Y., 223. Nllas, O., 594, 785.
Niacb, Strv., 481-2. Ni»hapQor, /Vr., 571.
Nissouri, Ont.^ 332. Noank, Ct., 770.
Nobksboro, N.Y., 211. •Nobletville, Ind.,
fas. 786. Norfolk, Ct., 143-4, 700. Nor-
ftik, Va., 352, 782. Normandy, Ky., 236.
Norman's Cross, Eng., 532, 539, 541, 553.4.
*NorrlBtown, Pa., 389, 779. N. Adams,
^'•i 193-4, 500, 700. N. AdeLiide, S. Aus,.,
5^ 793. N. Amherst, Ms., 120. North-
uipion, Eng.^ 539, 792. 'Northampton,

Ms., 3», »M, 118-21, 127, 183, 191,324, 610,
768. N. Aodover, Ms., 768. N. Anson,
Me-i 574. N. Becket, Ms., lai. N. Bend,
Neb., 478. N. Bbndford, Ms., 121, ao8.
Hofthboro, Ms., 29, 51, 103, m, 113-4,
117, 514- Northbridge, Ms., 109. N. Cam-
Wdge, Ms., 103. N. Canaan, Ct., 143. N.
Collins, N. Y., 223. N. Conway, N. H.,
$76-7. N. Czeek, N. Y., 21 1. N. Dighton,
R. I., 581. N. Bast, Md., 782. N. East,
^•, 3>3- N. Bast, Pa., 50, 205^, 371. N.
Easton, Ms,, 581. Northficld, Ct., 142.
Horthfield, Ms., 517. Northfidd, N. J.,
163,175. Northfleld, Vt., 578. N. Fork,
Ky..a33. N. Fork, Va., 382. N. Hadley,
Ms., 579. N. Hatfield, Ms., 31, 119, 182-3.
H. Haven. Ct., 133.5. N. Hoosick, N. Y.,
193. N. Lisbon, N. H., 576. N. London,
^H* 5J4, 543- N. Otseljc, N. Y., 337. N.
Petersbuijr, N. Y., 193. N. Pitcher, N. Y.,

337. N. Platte, Neb., 478, 489. North-
Port(L. I.), N. Y., 151. 158. N. Pownal,
Vl, 193. N. F^ndol|>h, Vt., 578. N.
SbicUs, Eng.f 645-6, 792. N. Turner, Me.,
S74. N. Vallejo, CaL, 49>- Northville,

N. Y., Z55, ail. N. Walpole, Ms., 107.
N. Walsham, Eng., 646. N. Weare, N,
H., 500. N. Wilbraham, Ms., no, 117.
Norwalk, Ct., 13?, 143, 248, 657. •Nor-
walk, O., 48S, 785. Norway, Me., 574.
Norway, Ont., 319. •Norwich, Ct., 129-30,
5*)3» 770- Norwich, Eng.^ 538-9, 683. Nor-
wich, N. Y., 151, 336. Norwich, O., 245.
Norwich, Ont.^ 332. Norwood, Ms., f07,
376. Norwood. N. Y., 775. Norval, Ont.^
318.19. Notre Dame du Portage, Qh*.^ 329-

30. Nottingham, Eng,, 539, 553, 646-7.
Nukhab, Ptr., 571. Nnnda, N. Y., 214.
Nyack, N. Y., 30, 32, 51, 75, 80, 198, 586-7.

Oakfield, N. Y., 222. Oak Hall, Ky.,
233. Oakham, .f#rf., 539. •Oakland. Cal.,
475, 49O1 492-3, 789. Oakland, Ind., 485.
•Oakland, Md., 487. Oakland. N. J., 170.
Oakvills, Ct., 142. Oamaru, N. Z., 794.
Oberkirch, C^r., 481. Oberlin. O., 501, 785.
Ockham, Eng., 547. Oconomowoc, Wis.,
5or. •Ogallala, Neb., 478, 489. •Ogden,
Utah, 475, 480, 788. Ogdensburg, N. Y.,
48, 296, 298, 303, 317, 326, 333, 582, 594.
Ohinemutu, N. Z., 567. Ojata, Dak., 788.
Okehampton, Eug.^ 536, 554. Old Ham-
burg, Ky., 236. Old Lyme, Ct., 131. Old
Orchard Beach, Me., 575. Olean, N. Y.,
208,222-3, 775. Olmstedville, N. Y.,211.
•Omaha, Neb., 475, 47S, 480, 489, 628, 788.
Onehunga, iV. Z., 568. Oneida, N. Y., 28,

31, 201-2, 20S, 212, 220, 336, 479. Opem-
gasse, ..4m«/.,645. Ophir, Cal., 476. Oporto,
Port., 599. Opunake, N. Z., 569. Oramel,
N. Y., 217. Oran, N. Y., 336. Orange,

Ind., 786. Orange, Ms., Z14, 579, 768.
Orange, N. J., 27, 29, 30, 33, 5i-:2,82, 161-4,
174-5, 207, 220, 509, 584, 5S8-9, 610, 678, 711,
777. 'Orange, Va., 348. Orange Valley,
N. J., 777. Orangeville, Ont., 316. Oran-
more, /r#., 645. Oregon, Pa., 387. Orillia,
Ont.^ 316. Oriskany, N. Y., aoi, 210. •Or-
lando, Flor.^ 783. Orleans, Fr., 558. Oro-
no, Me.,515. Orrville.O., 785. Orwell,<9«/.,
331. Orwigsburg, Pa., 342, 49S, 779. Oshawa,
OiU.^ 319. •Oshkosh, Wis., 787. *Oska-
loosa, la., 643, 787. Osprey, OhL, 318.
•Ossipec, N. H., 575-7. Ostend, Bel.^ 522,
551, 599. Oswego, 111., 479. •Oswego,

Kan., 788. 'Oswego, N. Y., 219, 333, 775.
Otego, N. Y., 775. Otis, Ms., 121, 479.
OtisviUe, N. Y., 340. 'Ottawa, Kan., 788.
Ottawa, Ont.f 31a, 327-3', 635, 789. •Otter-

1

TEN THOUSAND MILES ON A BICYCLE.

▼ille, Mo., 435-6. *Ottiimwa, la., 673,
787. Overbrook, Pa., 389-90. Ovid, Mich.,
687, 785. *Owen8boro, Ky., 590, 784.
OwoiSO, Mich., 785. Oxford, Eng.y 533,
539. 5M. 646. Oxford, Md., 486, 593, 782.
Oxford, Pa., 386, 388. Oysler Bay (L. I.),
N. Y., 151.

*Padnoah, Ky., 590, 784. Pahiatau, N.
i?., 56S. Paignton, Eng.^ 551, 792. Painted
Post, N. Y., 218. Paisley, Oni., 315. Pa-
lenviUe, N. Y., 188, 498. Palermo, Mc.,
574. Paliside, Nev., 477. Palmer, Ms.,
no, 117, 128, 181, 20S, 479, 76S. Palmyra,
Ind., 235. Palmyra, Pa., 343. Palo Alto,
Cal., 49»- Panama, N. Y., 587. •Paoli,
Ind., 235, 237- Paol>» Pa-. 378, 388-9. Par-
adise, Pa., 496-7. Paradise, R. I., 108.
Paradox, N. Y., an. Paris, <Fr., 2, 99, 280,
403, 4o5. 426, 448, 458-9. 480, 545, 551. 558,
586,611,645,651, 698-9, 792. *Pari8, 111.,
485-6. •Paris, Ky., 233.5, •PaariB, Me.,
5«5» 765. Paris, 0«/., 317, 325, 332. Park-
rille (L. I.), N. Y., 775. Parrsboro*, A^. 5".,
289. Parsippany, N. J., 163, 207. PassalC,
N. J., 169, 777. Patchogue (L. I.), N. Y.,
»So. »53-5. •Paterson, N. J., 30, 33, 84, 164-
70, 216, 588-9, 777. Pau, Fr.y 558, 651, 699,
792. Paulus Hook, N. J., 168. Pavilion,
N. Y., 222. Pawling, N. Y., 188. Paw-
taclcet, R. I., 106-9, 580-1, 628, 769. Pax-
ton, Ms., 579. Peconic, N. Y., 775. Pe-
cowsic, Ms., 580. Peekflkill, N. Y., 194,
627, 775. Pekin, Chi., 570. Pekin, N. Y.,
222. Pelham, N. Y., 247. Pelton's Cor-
ners, Ont., 33a. Pemberton, N. J., 777.
Penfield, Pa., 610, 779. Penacook, N. H.,
577. Pennington, N. J., 173. Penrith,
Eng.^ 536. Penryn, Eng.^ 646. Penshurst,
Vict., 563. Penzance, Eng., 554-5. 645.
*Peoria, III., 489, 501, 787. Peppercll, Ms.,
128. Pi^re Marquette, Ont., 595. Perry,
Me., 261. Perry, N. Y., 222. Perrysburg,
N. Y.,223. Perryaburg, 0.,479. Perrys-
ville. Pa., 372-3, 377. Perryville, Kan., 485-
6. Perryville, Ky., 226-9. Perryville, N.
Y., i88. Perth, Ont., 327. Perth, Scot., 536,
556. Perth, Tas., 563. Perth Amboy, N.
J-. «5S, 158, 377. 777- Peru, Ms., 121. Pes-
cara, //. ,552. Pcsth , Hun. ,551. Petaluma,
Cal,, 490, 789. Peterboro, Rng., 538-9, 541,
557-8. Peterboro, Ont., 598. Petcrsburjr, N.
v., 193. PetersburK,c?»/.,3i7. •Petersburg,
Va., 351. Petersfield, Eng., 544. Peters-

thai, G*r.t 481. Peterwardein, Slav., 481.
Pfalzbing, Gtr. , 4S0. Philadelphia, N. Y.,
334. ^Philadelphia, Pa., 29-33, 158, 164,
i68, 172-3, 175, X77-S, aao, 237, 242,244-5.
258, 303, 351, 354, 372. 377-8. 388-9, 406,
426, 434, 453-4, 457, 485, 487. 494. 496-5<».
504, 521-2, 526, 530, 574, 577-8, 58'f 584-5.
589, 593-4, 596, 605, 610, 61S-30, 624-8, 643,
652, 654-5, 660, 674, 677-9, 686, 779-So. Phil-
ippopolis, Roum.^ 4S1. Philipsburg, Pa.,
341. Phlllipsburg, N. J., 173. Pbcenida,
N. Y., 49S. Pickering, Oni., 317. Picton,
N. S. IV., 565-6. Pictou, N. 6"., 289, 592.
Piedmont, O., 487. Piedmont, Wyo., 477.
Piermont, N. Y., 80-1, 586-7. Pierrepont
Manor, N. Y., 335. Pigeon Cove, Ms., 512.
Pike, N. Y., 216. Pike, Omt., 322. Pim-
lico, Eng., 645. •Pine Bluff, Ark., 610,
783. Pine Bluff, Wyo., 478. Pine Brook,
N. J., 84, 162-70, 207. Pine Grove, Pa.,
498. Pinneo, Col., 501. Pinos Altos, N.
Mex., 788. Piperaville, Pa., 497. •Pipe-
stone, Minn., 787. Pirot, Serv., 481. Pisa,
//., 552. Pitman Grove, N. J., 390. •Pitts-
burg, Pa., 485. 495-6, 530. 587. 594-6,
672, 780. •Pittflfield, Ms., iia, X2I, 126,
144, 148, 170, 188, 197, 500, 700, 768. Pitts-
field, N. H., 577. Pittsford. Vt.. 579.
PtttSton, Pa., 30, 32, 341. Pittstown,
N. Y., 193, 219, 220. Plainfield, N. J.,
164, 172, 177, 388, 777. Plalnville, Ct.,
137, 142, 145, 250, 582. Piano, HI., 479.
Plantagenet, Que., 328. Planisville, Ct.,
250, 770. •Plattsburg. N. Y., x86, an,
775. •Plattsmouth, Neb., 478. Pleasant
Comers, Pa., 34a. Pleasant Gap, Mo., 787.
Pleasant Hill, Ky., 226. Pleasant Valley,
N. J., 32. Pleasant Valley, Pa., 341.
Pleasantville, N. Y., 96, 187. •Plum Creek,
Neb. , 478, 480, 489. Plymouth, Eng. , 645-6.
•Plymouth, Ind., 786. •Plymouth, Ms.,
112. •Plymouth, N. H., 576.7. " Podunk."
607. Point Claire, Que., 328. Point Fort-
une, Qne., 328. Point Levi, Q*u., 330, 575.
Point of Bocks, Md., 51, 241-2. Pomp,
ton, N. J., 30, 164-70. Pont-a-Mousson,/V.,
139. Pontoise, Fr., 558. Pontook Falls,
Me., 576. Pontypridd, Eng., 683, 79a.
Poplar Hill, ^«/., 332. Poplar Springs,
Md., 349. Portage, N. Y., 30, 214-7, 222,
5S2. Port Arthur, bnt., 789. Port BurweD,
Qnt.y 331. Port Carbon, Pa., 342. Port
Chester, N. Y., 54, 73, 75. 79. 9«, «39f a47-»,

INDEX OF PLACES.

li

sS2, 587. Port CItDton, Pa., 299, 343. Port
Deposit, Md., 372-3, 377. Port Dickinson,
N. Y., 338. Port Dover, OfU.^ 33a. Port
Kliiabeih, ^. A/., 696. Port Elgin, Out.,
304, 3»5. 33»p 340, 789- Port Hastings, N. S.,
289. Port Hawkesbury, JV. S., 289-90.
Fori Henry, N. Y., 211, 775. Port Hope,
Out. , 3 19, 324-5, 530. ♦Port Huron, Mich. ,
J3a> 595. Port Jefferson (L. I.), N. Y.,
15a. Port Jerrls, N. Y., 28, 31, 46, 189,
198, 207, 219, 296, 298-9, 305, 307-8, 340,378,
497. 5<»» 5'o» 582, 587, 610, 77$. Port Kent,
N. Y., 211. Portland, Ky., 235. •Port-
land, Me., Ill, 257-60, 268, 273-5, 279-80,
503. 5»5-6. 573-5. 592» 594, 59*, 610, 616, 627,
766. Portlsnd, N. Y., 206, 775. Port-
land, Or., 492, 788. Portland, Pa., 164.
Port Latour, JV. S., 288. Port Mulgrave,
.v. S., 289. Port Republic, Va., 347-8.
Port mclmiond (S. I.), N. Y., 84, 156-S.
Port Rush, /re.f 499. Port Ryerse, Oni.,
332. Portsmouth, Eng-., 539, 547, 636, 645,
647, 792. *Portsmoutb, N. H., 12, 29, 31,
33, IOI-2, 112, 19a, 334, 500, 506-7, 512, 516,
575. 577i 6>o» 7^- •Portsmouth, O., 785.
Povtsmooth, Ow/., 325. Port Stanley, 6>m/.,
33f. Portyille, N. Y., 223. Potter, Neb.,
478. Potteraville, N. Y.,2ii. PottStown.
Pa-, 351, 484, 486, 578, 780. •Pottsvllle,
Pa., 296, 342, 498, 780. *PoughkeepBie,
N. Y., 29, 31-3, 99. "X, .M»-3. M6-7, i7»-2,
188, 194-S, 404. 498, 5»o. 5»3. 582, 775.
Powell's Gap, Va., 348. Prague, Attst.,
55*. 697- Preea, Ertg:, 536. Prescott, ^«/.,
296-8, 301, 3»7, 326-7. Pressburg, /fun,f
481, 55t. Preston, Erig^., 536-7, 556, 645.
•Preston, Minn., 787. Preston, O., 785.
Preston, On/., 317. Priest's, Cal., 491.
•Princeton, I]L, 479, 4S9, 787. •Prince-
ton, Ky., 784. Princeton, Ms., 610, 768.
Prlnoeton, N. J., 377, 434, 777. Princeton,
Om/., 324. Proctor, Vt., 579. Profile House,
N. H., 577. Promontory, Utah, 477.
Prompton, Pa., 339. Prospect, Ber., 361.
Prospect, Ind., 235. Prospect, N. Y.,
2iow Provins, Er., 480. Providence, Ind.,
235. •ProTidence, R. I., 12, 85, 104-9,378,
5»3. 58'. 593. 597. 607, 628, 643, 769. Pugh-
town. Pa., 496. Puhoi, y. Z., 567. Pn-
ImU, Pa., 335- Punxsutawney. Pa., 6x0,
7«o. Purcellville, Va., 497- Putney, Vt.,
»9. 5». "9» «82-3, 191.
Quakertown, N. J., 522. Quarry, Utah,

477. Quebec, Qtu. , 293, 297-8, 327-33, 574-5,
578, 59a. 598. Queenscliffe, Kit/,, 560.
QueensvilJe, Oni., 316. Quincy, Ms., 106,
109. Quogve (L. I.), N. Y., 154-5.

Rahway, N. J., 158, 167, 172, 678, 778.
Ramseys, N. J., 169., Rainsgnle, Eng-., 599.
Randall Bridge Corner, N. Y., 22.1. Ran-
dolph, N. Y., 215, 223, 775. *Bawlins.
Wyo., 475, 478, 480. *RaTenna. O., 785.
Bavenswood (L. 1.), N. Y., 91. Raymer-
town, N. Y., 193. Ray*s Hill, Pa., 485.
Beading, Ms., 768. Beading. Pa., 242,
296, 299, 302-3, 342-3, 387, 389, 522, 578, 596,
780. Readville, Ms., 27. Reamstown, Pa.,
387. Bed Baak^ N. J., 778. Redburn,
^V-. 539- Redding, Ct, 138. Redditch,
Efigr.i 646, 79a. Redfern, N. S. W., ^65,
696, 793. Bed Hook, N. Y., 196. «Bed-
wood City, Cal., 492. Reilly's Crossing,
^w.,328. Beistertown, Md.,377. Relay,
Md., 377. *Beno, Nev., 476-7, 492. Rens-
selaer Falls, N. v., 334. Beynoldsburg,
O., 245, 485. Rezonviile, ^r., 599. Bbine-
beck, N. Y., 29, 194-6, 198, 378, 495.
Riccly, EKg., 539. Blchmond, Ind., 488,
786. *Blchmond (S. I.), N. Y.. 157. Rich-
mond, OnL, 327, 332. Bichmond, Va., 228,
347, 35>-2, 593, 628, 7S2. Richmond Hill(L.
1.). N. Y., 775. Richviile, N. Y., 334-
Ridgefield, Ct., 138. Ridgefield, N. J., 30,
84, 165-6, 168, 778. Ridpevi'le, Md., 377.
Ridgeville, O., 479. *Bidgway, Pa., 780.
Rigaud, ^f<^., 328. Rimini, //., 552. Rim-
ouski, Que.f 329-30. Ripley, Eng.f 537.
Ripton, Vt., 578. Riverdale, 111., 519. Riv-
erdale, N. Y., 80. Blverhead(L. I.). N. Y.,
31, 150, 152-5, 775- Riversdale, (?«/., 315.
Biverside, Cal., 491, 789. Riverside, N.
Y., 211. Riverside, Va., 350. Riverton,
Ct., 144, 770. Riviire Quelle, Qiu-^ 328,
330, Roach's Point, <?«/., 316. «Bouioke,
Va., 350. Robbin&ton, Me., 261-3, 265-7,
274, 279. Robesonia, Pa., 343. Bochester,
N. H., 577-8, 610, 766. •Bochester, N. Y.,
12, 198, 202, 215-7, 222, 320, 333.488, 501,
594, 775- Bockaway, N. J., 163, 170, 207.
Rock Creek, Wyo., 478. Rock Enon
Springs, Va., 495-7. Bockford, 111., 787.
Rock Glen, N. Y., 222. •Bock Island, 111.,
475, 478-9. 489. 595- 'Bockland, Me., 279,
5»5. 574- Rockland Lake, N. Y., 775. Rock-
lin, Cal., 476. Bock Springs, Wyo., 477,
643, 788. Bockville, Ct, 77a Rockville,

Ui

TEN THOUSAND MILES ON A BICYCLE.

Vau, 347, 376. Roggen, Col., 501. Rome,
lU., 4S3. Rome, //., a, 427, 55a, 600, Tbo,
713. Borne, N. Y., 201, 20S, 210-11, 336,
594i 776. Romford, Eng.^ 792. 'KoillXiey,
W. Va., 345. Bondout, N. Y., 340. Ron-
nebuTg, Gtr,^ 552. Roselle, N. J., 158, 778.
RoMville, N. J.p 509. Boslyn (L. I.), N.
Y., 91, 151. Rothenburg, C^r., 481. Rother-
ham, N. Z., 569. Rothrocksville, Pa., 387.
Rotterdam, Ht^.^ 553, 599. Rouen, /V.,
480, 69S. Round Lake, N. Y., 378. Round
Plains, Ont.^ 332. Rowley, Ms., 29, 31,
ioi«2. Roxbury, Ct., 142. Boxbnry, Ms.,
109, 114, 76S. Royalton, Vt., 578^. Roy-
erville, Md., 4S6. Royston, Eng.^ 541.
Ruggles, O., 785. *BiishTiU6, Ind., 62S,
786. Rushworth, K/r/., 566. Russell, Ms.,
121, aoS. BuBSi&vllle, Ind., 786. Ruthcr.
ford, N. J., 166-7, 778. •Batland. Vi., u,
a9» 3»f »»9. »84-5. i9'-a. «94» 578-9. 594, 610,
627, 766. Rutledge, N. Y., 223. Ryckman*s
Corners, C?*/., 332. Bye, N. Y., 247. Rye
Beach, N. H., 512. Rye Patch, Nev., 476.
Saalfeld, Gtr., 552. Sabbath Day Point,
N. Y., 186, 211. Sackville, N. B., 790W
•8mo, Me., 575. '"Saonunento, Cal., 476,
491. Sadieville, Ky., 31, 51, 226. *8age>
Tille, N. Y., 211. St. Albans, Eng.^ 539,
553. St. Albans. Vt., 500, 766. St. Andre,
Q^'i 330. St. Andrews, A^. A, 274. St.
Andrew's, N. Y., 196. St. Anne's, Que,^
326-8, 330, 575. St. Armand, Que., 500. St.
Catherine's, Ont.^ 324, 326, 634-5. •St.
Charles, Mo., 525. St. Charles, Oni.^ 322.
•St ClairsviUe, O., 345. 'St. Cloud,
Minn., 610, 787. St. Cloud, N. J., 163.4. St.
. Come, Que.^ 575. St. Fabian, Que.^ 329. St.
Flavie, Que.^ 329. St. Foy, Qtte.^ 330.
St. Gallen, Swiiz.y 792. St. George, Que.^
575. St. George's, Ber., 353, 355. 359, 362,
610, 790. St. Gothard, Swifs., 552. St.
Helena, Cal., 490. St. Helens, Eng., 558.
St. Heliers, Eng., 792. St. Henry, (7«r.,
575. St. Ives, Ettg., 539. St. Jean Port,
Que., 330. St. John, AT, A, 274, 282, 293,
635. 790- St. John, OfU.t 3«2» 3M- 'St.
Johns, Mich., 785. St. Johns, Que., 500.
•St Johnsbury, Vt., 1S4, 192. St Johns-
ville, N. Y., 200, 2o3. St. Joseph, Que.,
574-5. •St Joseph, Mo., 595, 7S7. St.
Joseph's, Ont.f 327-8. St. Lambert, Que.,
SCO. St LouSs, Mich., 785. St Louis,
Mo., a43f 3a«-3» 43*1 48S-7» 5o«, S^S, 5*9.

S75. 594-5. 6*7-8, 63a, 643, 652, 654, 671-2,
677. 679, 787. St Luce, Que., 329. St
Maiy'S, Kan., 788. Sl Mary's, Omt., 331-s,
789. Sl. Matthew's, Ky., 236. St. Neotts,
Eng, 539, 541. •St Paul, Minn., 486^,
595. 627, 7S8. St. Peters, C. B., 289. Sl
Peters, P. iE. /., 291. St. Petersburg, Xms.,
2. St. Pierre, Que., 330. St. ILoch, Que.,
330. Sl Simon, Que., 329. St. Stephen,
//. B., 265-6. St. Thomas, Ofti,, 301, 312,
3«4-5. 3*9. 3301. 634-5, 783. St Valier.
Que., 330. Salamanca, N. Y., 206, 223.
•Salem, Ind., 235. *Salem, Ms., 16, 29,
31, 101-2, 112, 512, 529, 673, 768. •Salenu
N. J., 390, 52«. 'Salem, N. Y., 193.
•Salem, Or., 78S. •Salem. Va., 34S. Sal-
Cord, E//g., 543, 792. •Salinas, Cal., 490,
494. Salisbury, Ct, 147, 700. Salisbury,
Eng.f 539, 645. Salmon Falls, N. H., 766.
Salmon River, AT. S., 283. Salop, Eng.,
645. *Salt Lake City, Utah, 788. Salt-
ville, N. Y., 222. Samarkand, Eta., 570W
Sandhurst, Tir/., 562-3, 566, 612, 793. *San-
dusky.O., 595. Sandwich, 111, 479. Sandy
Creek, N. Y., 335- Sandy HiU. N.Y., 189.
Sandy Sprinf , Md., 376. San Felipe, CaL,
489. •San Francisco, Cal., 2, 48, 204, 397.

43 «. 473-5, 480, 489, 492-3. 499. 57©, 57». 595.

625, 627-8, 632, 661, 672, 789. *San Jose,
Cal., 489-94. 789- San Juan, Cal., 490.
San Lorenzo, Cal., 490, 493. •San Lnls
Obispo, Cal., 7S9.' San Pablo, Cal., 475.
•San Bafael, Cal., 490- Santa Clara, Cal.,
491-2. *Santa Cruz, Cal., 490-2. •Santa
Fe, N. Mex., 594. •Santa Boca, Cal., 490.
Santee Agency, Neb., 78S. Saratoga, N.
Y., 186, 192-3, 197-8, 20S, 211, 378, 497, 5^3,
578, 627, 776. Sardinia, N. Y., 222. Saren-
grad, Slav., 481. Saniia, On^., 332. Sas-
seraw, /nd., 572. Saugatuck, Ct., 138-9.
Saumur, ^r., 645. Saunders ville, Ms., 109.
•Sayannah, Ga., 292, 592. Savemc, Ger.,
481. Savin Rock,Ct., 138, 400, 40a. Saybrook,
Ct, 13a. Sayre, Pa,, 780. Sayville (L. I.),
N. Y., 12, 51, 54, 150, 152-3. Scarboro*,
Eng., 792. Scarboro', Oni., 316. Schells-
burg. Pa., 485. •Schenectady, N. Y., 9,
12, 28, 32-3, 199-202, 2o3, 479, 48S, 610, 776^
Schenevua, N. Y., 776. Schodack, N. Y.,
29, 51, 190, 342, 510, 552. Schuylersville, N.
Y., 74, 186, 190, 192, 246, 610, 776. Sehnyl-
kill Haven, Pa., 498. Scio, N. Y., ny
Sciota, Pa., 341. Scotch Plains, N. J., 17a.

INDEX OF PLACES.

liii

Scotland, Ont.^ 332. Scott Haven, Pa., 78a
*8enntQn, Pa., 340, 501, 610, 780. Sea-
bright, N. J., 778. Seabrook, N. H., 103.
Sealorth, OnL^ 3i3f 3>5t 324» 333- Seal
Harbor, Me., 276-7. Seaisport, Me., 574.
•Baaittte. Wash., 78S. SebriDgville, Ont.,
317. Seiitan, Ptr.y 571. Selkirk, ScoL^ 556^
Semendria, Serv.,, 43 1. Semon's Cap, Va.,
348. Senate, N. Y., 208,21a. Seneca Falls,
N. Y., 2o3, 213, 776. Sennen, Eng.^ 555.
Serra Capriola, //., 55a. Setauket (L. l.)»
N. Y., 15s. Sevenoaks, Eng.^ 645. *Sew-
ard. Neb., 485-6. Sewlckley, Pa., 780.
Beymonr, Cl, 140. Seymour, Vict.^ 564.
Sezanne, Fr., 480. Shady Side, N. J., 81,
83. Shaftesbury, Emg., 536. Shakertt, Ct.,
aSt. Shakers, Ky., 226-7. Shakers, N. Y.,
197. Shakespeare, OtU.^ 316-7. Shanghai,
d/', 572. Shap Fells, Eng.^ 536. Sharing-
toD, Qh».^ 500. Sharon, Ct., 143, 147.
Sharon, Ms., 27, to6, 109. Sharon, N. Y.,
21$. Sharon, Ont.^ 316. Sharon Springs,
N. Y., 197, 378. Sharood, Per.^ 571.
Sharpaburg, Md., 384. Sheakleyrille,
Pa., 780. Shed's Comers, N.Y., 337. Shecr-
nesswm-Sea, Eng.^ 645. Sheffield, Eng.^
S39tS57*792' Sheffield, 111., 479. Sheffield,
Ms., 143-4, i47i 579i 700. Shefford, EHg.^
646. Shelburne, N. S., 288. Shelbume,
Onf., 316. Shelby, N. Y.. 222. •Shelby-
vUle, Ind., 786. •Shelbyyllle, Ky.. 232,
S3^7> 527- Sheldon, 111., 787- Shellsburg,
Pa-» 485. 497-3. Shepherdstown, w. Va.,
aa4, 384, 610,782. *Sheplierd8vllle, Ky. , 237.
Slierbrooke, Que., 32S. Sheridan, N. Y.,
393. Shsrifabad, Per., 571. Sherman, Col.,
477. Sherman, N. Y., 587, 776. Sherman
Center, N. Y. , 5S7. Shippensbiirg, Pa. , 344.
ShoemakersviUe, Pa., 343. Shoreham, Vt.,
579. Short Hills, N. J,, 30, 162-3, »74.
Shxeve, O., 785. Shrewsbury, Eng., 539,
554,64a. Shrewsbury, Ms., no, 113, 117,
aoS, 514. Shrewsbury, N. J., 778. 'Sidney,
Neb., 478. 489. Sidney, ^. 5'., 289. •Sid-
ney, O., 501, 78s. SUver Creek, N. Y.,
50, aoi-5, 322, 488, 610, 776. Silver Lake,
N. Y., 323. Silver Spring, Md., 376. Sim-
coe, Omt.f 315, 33i-a, 59^, 634-6, 655, 677,
789. Smpach, Attsi,, 481. SlmpsonviUe,
Ky., 332, 2x6, 485. Simsbury, Ct., 123, 125,
14$. Sinelairville, N. Y., 223, 776. Sin-
gac, N. J., 84, 165. Sing Sing, N. Y., 76,
194. *Bloilx Ciiy* 1^1 787- Sivas, T$tr.,

483. Sittingbottme,i?Mf/-., 547, 793. Sixteea
Acres, Ms., 124. •Skowhegan, Me., 373^,
515. Sligo, Md.,349, 374, 376. SloaitbuTg,
N. Y., i7». Smilhfiald, Eng., 539. Smith-
field, Ky., 236. Smith's, Ber., 790. Smiths-
boro, N. Y., 319. Smith's Creek, Cal., 49a
Smith's Falls, Oh/., 327. Smith's Ferry,
Ms., 31, 118-20, 126-7, 321, 579. Smith's
Mills, N. Y., 223. Sraiihiown (L. I.), N.
Y.,158. Smithville, Ky.,237. Smithville,
N. J., 671, 778. Smithville, O., 245.
Snakeshanks, Tas., 563. Snicker's Ferry,
Va., 383. Snydersville, Pa., 341. Sofia,
£m/., 481. •Solon, Me., 573-4, 610, 766.
Somerset, Ber., 358, 361. Somerset, Eng.,
645, 646. •Somenet, Pa , 496. Somer-
ville. Ma., 768. •Somerville, N. J., 164,
>72, 377i 610, 733, 778. Somerville, Va.,
334. Sorel, Que., 3*8-9. Souris, M S., 29a
S. Abington Station, Ms., 512-3, 76S. S.
Amaua, la., 479- Southampton (L. I.), N.
Y., 155. Southampton, Ofti., 315. *S.
Bend, Ind., 479- S. Bethlehem, Pa., 780^
Southboro', Ms. , 1 14, 5 M. S. Boiton, Ma.,
768. Southbridge,Ms., 76S. S. Bridge water,
7<M.,563. S. Canaan, Ct., Z43. S. Canton,
Ms., 109. S. Chioago, 111., 519. S. Deer-
field, Ms., 119, 182-3. S. Dover, N. Y., 582.
S. Egremont, Ms., 14B, 700. Southfield, N.
Y., 171. S. Framingham, Ms., 21, 103, m,
128,258, 513, 575, 76S. S. Gardner, Ms.,
768. S. Hadley, Ms., 119-20. S. Hadley
Falls, Ms., 120, 126, 580, 76S. Sonthington,
Ct., 139, 25a S. Jersey, Pa., 390. S. Kil-
vington, ^Mf., 792. S. Lee, Ms., 148. S.
Lyme, Ct., 130. S. Meriden, Ct., 134. S.
Mountain, Md., 349. S. New Market, N.
H., 575. 766. S. Norfolk, Ct., 143. S.
Norwalk, Ct., 138-9 S. Orange. N. J.,
160, 162, 509. S. Olselic, N. Y., 336-7. S.
Oyster Bay (L. I.), N. Y., 150, 152, 154. S.
Paris, Me., 574. S. Pitcher, N. Y., 337.
S. Pbtte, Neb., 478. Sonthport, Ct., 138,
139. S. Pownal, Vt., 193. S. Bayalton,
Vt., 578. S. Sdtuate, Ms., 76S. Soutlisea,
^"Sr-f 599- S. Vallejo, Cal., 491. S. Ver-
non, Vt., 183. Southwell, Emg., 539. S.
West Harbor, Me., 574. South wick, Ms.,
121, 123, 125, 144, 146, 579. S. Yarra, yicf.,
563, 794- Spanish Point, Ber., 35^, 361.
Sparkill, N. Y., 80, 5«6-7. •Sparta, Wis.,
787. Speier, ^r.,552. Spencer, Ms., 103,
no, 114, 768. Spencerport, N. Y., 317.

liv

TEN THOUSAND MILES ON A BICYCLE,

Sperryville, Va., 35a, 379. Spezia, //., 552.
Spiegeltown, N.Y., 193. Spofford*s Point, N.
Y., 96. ^Springfield, 111., 486, 501, 524,610,
787. Spriugfield, Ire.^ 546. ^Springfield,
Ky., 229-30, 234- 'Springfield, Ms., 11-2,
a6-33»42, 46, 58, 61, 103-4, log, 113-29, 138,
M4-6, i49» »5». »7»-*. »79-83, i9«. i93-4» 196,
208, 251-4, 259, 294-5, 3»«-3» 333. 353,371.
376-7, 388, 391, 400, 404, 470. 488. 491. 493.
500-X, 508, 510, 519, 523-5. 527, 547. 569.
579, 580-2, 593, 597, 603, 605, 607, 610, 6x7,
619, 627-8, 631-3, 654, 660-6, 672, 675, 677,
679, 703, 706, 709-10, 712, 722, 768. Spring-
field, N. J., 164. ^Springfield, O., 245,
485, 4S8, 501, 627, 785. Springfield, Out., 318.
Springfield, Vt., 766. SpringyiUe, N.
Y., 157. Staatsburg, N. Y., 196. Stafford,
-^V-, 539, 792- Stafford, N. Y., 222. Staf-
fordville, Ont,, 332. Stamboul, Tarr., 482.
Stamford, Eng.^ 539-41, 64^. Stamford,
Ct., 48, 138-9, 248-9, 582, 610, 770. Stan-
ford River, Eng.^ 792. Stanhope, N. J.,
51,163, 173, 207. Stannardsville, Va.,348.
•Stanton, Ky., 590. Stapleton (L. I.), N.
Y., 156. Stark Water, N. H., 576. 'Staun-
ton, Va., 46, 48, 242, 296, 300, 305, 317, 335,
345-5 », 376, 382-3, 3J>8, 495, 497, 5<», 6io, 782.
Stawell, Vkt.y 561-2, 565-6, 696. Stayner,
Ont.^ 316. Steelton, Pa., 244- Stemlcrs-
ville, Pa., 341. 'SteubenviUe. O., 485.
Stevenage, Eng.^ 541. Stiermark, Aust.^ 552.
Stillwater, N. Y., 186, 190, 192, 610, 776.
Stockbridge, Ms., 148, 510,700. Stockholm,
Sxve.^ 700. Stockport, N. Y., 527-8, 776.
•Stockton, Cal, 491-2- Stockton, Me.,
574. Stone, Eng.^ 4S0. Stoneham, Ms.,
769. Stoneham, Oni.^ 330. Stonehenge,
Eng.^ 539. Stone House, Nev., 476. Ston-
ington, Ct., 85, 593. Stony Creek, Ct., 132.
Stony Kill, N. Y., 194. Stony Point, OfU.,
332. Stouffville, Ont.^ 316. Slow, Ms.,
579. Stowe, Vt., 579. Stoyestown, Pa.,
485. Strafford, N, H., 577. Strasburg, Ger.,
481, 545. 552, <J97- Strasburg, Mo., 485-
Strasburg, Va., 244, 345, 347-8, 35o-«,
6to, 782. Stratford, Ct., 37, 138, 142, 249.
Stratford, ^ifjf., 645. Stratford, A^. Z., 569.
Stratford, OiU., 315, 3«7. 324, 332, 635.
Strathallan, Ont.^ 317. Strathburn, Ont., 331.
Strathroy, Ont. , 3 19, 332. Streclsville, On/. ,
318. StrenburB,^i«/.,48i. *Stroud8burg,
Pa., 296, 299, 302, 34 1- Stuart, la., 478.

Stayvesant Landing, N. Y., 190, 192-

Suckasunny, N. J., 164. Suez, Eg., 571.
Suffero, N. Y., 169, 171, 192, 198, 582, 5^*7,
610, 776. Suffleld, Ct., 122-J, 125, 146, 770.
Suisun, Cal., 475, 491. Summerdale, N. Y.,
587. Summerside, P. E. /., 290. Summit,
Cal., 476. Summit, N. J., 669, 778. Sum-
mit, Pa., 245. Summit Hill, Pa.. 323-
Summit Point, W. Va., 7S2. Sunderland,
Eng., 545, 645. Sunderland, Ms., 579.
Surbiion, Eng., 551. Susquehanna, Pa..
219, 296, 338, 780. Sutton, Onf.f 316^
Swainsville, N. Y., 222. Swansea, Eng.,
645-6. Swedesboro, N. J., 39a Swift
Run Gap, Va., 348. *Sycamore, ill., 787-
Sydenham, Efig., 405, 792. Sydney, N. S.
f^-t 5^», 562, 564-6, 570, 652, 696, 793.
Syossei(L. I.), N. Y., 151,530- •Syracnse,

N. Y., 12, 30, 32-3, 44, 50-1, 201-2, 20S, 212,

219, 298, 300, 305-6, 335-6, 343, 346, 479. 4S8,
577, 594, 776. Szeksard, //«<«., 481.

Tabbas, Per., 571. Tabreez, Per., 482-
Ta-ho, C*/., 572. Tain, Sea/., 645. Ta-
kapo, AT. Z., 568. Talbot, Ont., 332. Tal-
hot, l^ici., 560. Tamaqua, Pa., 299, 302,
342, 497-8. Tam worth, N. H., 576. Tan-
nersville, N. Y., 188, 498. Tappan, N. Y.,
30, 80. Tara, On/., 315. Tarawcra, JV. Z.,
567. Tarcutta, Vict, 561. Tariff ville, Ct.,
145. Tarrytown, N. Y., 27-32, 50-3, 75-80,
91, 9S-9, 139, 171, 187, 193-5, »98, 258, 275.
281, 343, 404, 5S2, 587, 610, 776. Tarsus,
Per., 482. Tartar Bazardjik, Roum., 481.
Tashkent, Rus., 570. Tatham, Ms., 252.
Taunton, Eng., 554. *Taimton, Ms., la,
28, 31, 33, io6, 109, 511,769. Tavistock,
Oni., 315-7. Taylor, N. Y., 336. rTayloTB-
ville, Ky., 236-7. TaylorsviUe, Pa., 341.
Taylorworth, Oni., 327. Teconia, Nev., 477.
Tecumseh, Ont., 301, 311. Teheran, Per.,
473-4, 480, 482-3, 570-1, 792. Telegraph,
Mo., 525. Telford, Pa., 388-9. Temple-
ton, Ms., 579, 769. Tempsford, Eng., 541.
Tenafly, N. J., 80. Terang, Vici., 559-61,
563. Terrace, Utah, 477- 'Terre Haato,
Ind., 486-7, 595, 786, Terry ville, Ct., 142.
Thamesford, Oni., 324, 332. Thamesville,
Ont., 331-2. Thomaston, Ct., 142, 770.
^Thomasvllle, Ga., 782. Thompson, Pa.,
339. Thompeonville, Ct., 32-3, 122, 125,
181, Thorndale, Ont., 332. Thomdike,
Ms., 104, 117, r8i. Thomhill, Oni., 316.
Thornton, N. H., 577. Thorold, Oni., 789.
Thrapston, Eng., 540. Three Rivars, Ms.,

INDEX OF PLACES.

Iv

^9^ 104, Z17. Three Rivers, Qite.t 500.
Throgg's Neck, N. Y., 74, 246. Thurso,
0ml., saS. Thurao, Scot, 555. Ticon-
deroga, N. Y., 29, 51, 185-6, an, 578.
Tiffin, la., 479, 488. Tiflis, Rms., 571.
Ttgnish, N. S., 29a Tilghraau's Isbnd,
Md.. 7S2. Tioga, Pa., 594. Tioga Center,
N. Y., 219. TisUlwa, lU., 489. Tltui-
Yille, Pa., 610, 781. Tiverton, Ofti.t 315.
Tiverton, R. I., 108. TivoH, N. Y., 51a
Togus, Me., 573. Tolchester, Md., 589.
Toledo, O., 479» 488, 501, 595, 785. •Tol-
land, Ct., 149. Tolland, Ms., 144. Tomah,
Wis., 787. Tompkinsvaie (S. I.), N. Y., 32,
iss> 157- Tomsk, ^Mf., 570. Tonawaada,
N. Y.. 52, 203, 215, 217. *Topeka. Kan.,
591, 7S8. Torbet-i-Haiderie, /'rr., 571.
Toronto, Oh^., 300-f, 305, 315-30, 324-6, 331,
333. 530, 593. 59S. 633-5, 669, 789. Torxing-
ton, Ct., 144. TottenvUle (S. I.), N. Y.,
»55. »58, 377. •Towaada, Pa., ii, 30, 32,
219, 610, 78 1. *Towion, Md., 377. Tra-
cadte, A\ 5"., 2S9. Tralec, /re., 695, 792.
Tremont, N. Y., 73, 583. Trenton, 111.,
48S. •Trenton, N. J., 99, 164, i73» 5"i
610, 77S. Trenton, N. Y., 210, 582. Trcn-
too, 0«/., 319, 321, 323- Trenton Falls, N.
Y., 30, 33, 210, 212, 334i 336. Trexlertown,
Pa., 3B7. Triangle, N. Y., 498. Trieste,
Atut.t 552. TrochsviUe, Pa., 341. Trois
Pistoles, ^MT., 329-30. Trouville, Fr., 480.
♦Troj, N. Y., 85, 190.1, 208, 310, 378, 594,
776. Trockee, Cal.. 476. Tmro, N. 5".,
*^» 53^^ 790* Tubby Hook, N. Y., 72, 80.
Tubingen, Ger., 481. Tuckahoe, N. Y., 79,
776. Tuckertown, Ber.^ 360. •TuCSOn,
Ariz., 789. Turners, N. Y., 587. Turner'!
Falls, Ms., 183. Tuscarora, N. Y., 214.
Tuscarora, Pa., 342. *Tu8kegee, Ala.,
783. Turin, //., 427, 55a, 700. Tuxedo,
N. Y., 5S7. Tuxford, Eng^., 540. Twin
Mountain House, N. H., 577. Two Bridges,
N. J., 169. Tyngsboro, Ms., 508.

Uddevalla, Stve., 59-), 792. Uhlersville,
Pa., 497. 'ITklali, Cal., 490- Ulm, Ger.,
481. Umballa, /nd., 572. TTnadllla, N.
Y., 49S. Underwood, Ont., 315. •Union,
Mo., 486. Union, N. Y., 218. Union
Forge, Pa., 49S. •UniontOWn, Pa., 245,

496,610, 781. Unlonville, Ct., 145. Up-
per B.irtlett, N. H., 576. Upper Hull,
N. Z., 569. Upper Lachine, Que., 328.
UT>p'r Lisle, N. Y., 337. Upper Montclair,

N. J., 167. 778. Upper Red Hook, N. Y.,
196. Uppervllle, Va., 496. Upton, Ky.,
31, 23f. •Urbana, O., 501. Utica, Ind.,
235. *Utica, N. Y., 12, 32-3, 201-2, ao8-io,
2t3, 220-1, 334, 336, 479, 488, 594, 610, 776.
Utrecht, H0I., 645, 651, 708, 792. Ux-
bridge, Ms., 109.

Valatie. N. Y., 148. 197. Valley Creek,
Pa., 389. Valley Station, Ky., 237. Valois,
Que., 328. Vanceboro, Me., 596. •Van-
dalla, 111., 595. Vandalia, O., 485. Van-
derbik's La*nding (S. I.), N. Y., 32. Van
Deusenville, Ms., 148. Van Homesville,
N. v., 776. Varennes, Oni., 328. Vau-
dreuil. Que., 328. Venaken, N, J., 172.
Venice, //., 552. Ventimiglia, //., 600,
Vercheres, Que., 328. Verdi, Nev., 476.
Verdun, Fr., 599. Vernon, Ct., 576, 770.
Verona, N. }., i6x, 164-5, ^^7> »75i *oi, 208.
Verplank's Point, N. Y., 776. *YerBaille8,
Ky-i 233, 236. Versailles, N. Y., 223.
Vestal, N. Y., 218. •Vickrtnrg. Miss., 610,
628, 783. Victor, la., 479. Vienna, ./4m/.,
406, 426, 481, 552, 55S, 651, 697. Vienna,
N.J. ,164. Vienna, Va., 376. •Vincennes,
Ind., 235, 505. Vineland, N. J., 390, 522.
Vineyard Haven, Ms., 769. Violet Town,
Vict., 564-6. Vitry le Francis, Fr., 480.
Vittoria, Oni., 332. Voiron, Fr., 698.
Volusia, N. Y., 587.

•Wadena, Minn., 788. Wadsworth,
Nev., 476. *Wahpeton, Dak., 788. Waiau,
N. Z., 568-9. Waikari, N. Z., 568. Wai-
pawa, A^. Z., 569. Wakefield, Ms., 112,
575.769. Wake6eld, N. H., 577-8. Wal-
den, N. Y., 198, 776. Walkerton, Oni.,
315. Wnllacetown, Out., 312, 314. Wal-
lara, Vict., 564. Wallingford, Ct., 133-4,
149, 581. Wallingford, Vt., 766. Wal-
more, N. Y., 222. Walnut Grove, N. J.,
164. Walpole, Ms., 107, 113. Waltham,
Ms., 29, 51, 103, 579, 769. Walton, Eng.,
599. Walton, Ky., 225. Wanaque, N. J.,
170. Wandsford, Eng., 539. Wandsworth
Common, Eng., 792. Wanganui, N. Z.,
56S, 570. Wangaretla, Vict., 564-5. Wan-
non Falls, Vict., 560, 563. Wappinger'B
Falls, N. Y., 194-5, 776. Wardsville, Oni.,
331. Ware, Eng., 541. Ware, Ms., 29, 51,
104, no, 1 13-4, 117, 181, 579. Warehouse
Point, Ct., 580, 582, 559. Warren, Ms.,
104, no, 114, 117, i8r. •Warren, O., 785.
Warren, R. I., 107-8, 323, 581, 769. War-

Ivi

TEN THOUSAND MILES ON A BICYCLE.

reniburg, N. Y., an. ^Wairenton, Va.,
350. 35*f 374f 376» 610, 782. Warrington,
Eng.t 480, 536. W.irrnambool, Vict.^ 559-61,
563, 794. •Warsaw, N. Y., 221. Warwick,
E*tS-, 53> Warwick, Ont.^ 332. •Wasll-
ington, D. C, 22, 25, 28-9, 31, 33, 37. 5«,
$S, 116, 173, 198, 241-2, 244, 2581 296, 3*31
346-52. 370-4. 3 A 377-8. 382, 384. 388, 464,
484,488,495.497. 499. 501, 5o8» 5«i. 5»3-5.
5*3-4. 588, 59U 610, 652, 658, 617, 619,627-8,
724t 733. 7S2. Washington, Mv. 121, r93.
Washington, N. H., 575. Washington,
N. J., 610, 778. Washington, O., 245.
Washington, Pa., 245, 379, 496. 781.
Washington Comers, Cal., 490, 493. Wash-
ington Heights, 111., 388. Washington
Heights, N. Y., 33, 5^3. Washington Hoi-
low, N. Y., 510. Waterbory, Ct., 140, 142,
582, 770. Waterbtiry, Vt., 766. Water-
ford, /r*., 546. Waterford, N. Y., 190-2.
Waterloo, N. J., 163, 173. •Waterloo, N.
Y., 207-8, 212. Waterloo, OnL, 316. Wa-
terloo, Pa., 379. Watersford, Ind., 237.
Walcrtown, Ct., 142. •Watertown. N. Y.,
aoi, 210, 594, 776. Watertown, Ont.^ 333,
336. Watertown, Pa., 334. 'Watertown,
Wis., 787. Waterville, Ct., 582. Water-
▼llle, Kan., 485. Waterville, Me., 573-4,
610,766. Watford, Ont., 332. 'Watkins,
N. Y., 216, 498, 776. Watsessing, N. J.,
160. Watsonville, Cal., 490, 492. Wa-
verly, N.Y.,30, 32, 50, 51, 21S-9. Waverly,
Pa., 3 » I. • • Way back ville, " 607. Wayland,
Ms., 769. Wayland, N. Y., 216. Waymart,
Pa., 340. Wayne, Me., 574. Wayne, N. J.,
165. Wayne, Pa., 30, 389. Waynesboro,
Pa., 385, 388, 610, 781. Waynesboro, Va.,

350-1. •Waynesburg.Pa. ,610,781. Weedon,
Eng., 553, 557- Weedsport, N. Y., 776.
Weehawken, N. J., 81, 85. Weirs, N. H.,
576-7. Weissport, Pa.,341, 781. Welcome,
OiU., 319. Wellesley, Ms., 29, 103,113, 769.
Wellingore, Eng.^ 539, Wellington, Eng.,
536, 556. Wellington, A^. Z., 566, 568-70. 660,
794. Wellington, S. Aus., 5<5o-i. Wells.
Nev., 477. •Wellsboro, Pa., 610, 781.
Wellsburg, N. Y., 2 18. Wells River, Neb.,
489. Wells River, Vt., 576-8. Welktown,
N. Y.,2ii. WellsviUe, N. Y., 217,223.
Wclwyn, Eng.f 541, 792. Wendover, Ofit.,
328. Wenham, Ms., 101. Wcrefordsburg,
Pa., 496. Werribee, K/f/., 559. Wesley,
N. Y., 223. W. Ansonia, Ct., 770. W.

Avon, N.Y., 213. W. Baden, Ind., 235. W.
Becket, Ms., 121, 20S. W. Bethel, Vt., 578.
W. Bloomfield, N. Y., 20S, 212. West-
boro, Ms., iio-i, 128,610, 769. W. Brat-
tleboro, Vt., 182. W. BriniBeld, Ms., 26, 31,
110, ir7, 128, aoS. Westbrook, Ct., 132.
W. Brook6eld, Ms., 29, ro4, 117. W. Ches-
ter, N. Y., 99, 246. 'W. Chester, Pa.,
244. 388-9, 781, W. Qaremont, N. H., 576.
W. Cornwall, Ct., 147. W. Cornwall, Vt.,
578. W. Coventry, N. Y., 497-8. West-
erly, R. I., 769. W. Farms, N. Y., 95.
Westfield, Ms., I20-6, 144, 149, 192, 488,
527, 769. Westfield, N. J., 172, 588, 778.
Westfield. N. Y., 50, 55, 58, 205-6, 222,
313, 4S8. W. Gardner, Ms., 500. W.
Granby, Ct., 145. W. Hampton (L. I.), N.
Y., 154. W. Hartford, Ct, 137. W. Ha-
ven, Ct., 12S, 134, 138, 140, 149, 249. w.
Henniker, N. H., 508. W. Livingston, N.
J., 163. W. Long Branch. N. J., 778.
W. Milan, N. H., 576. •Westminster,
Md., 377, 782. Westminster, Ms., 579.
Westminster, Oh/., 331. Westminster, Vt.,
184. Westmoreland, N. Y., 776. W. Nas-
sau, N. Y., 208. W. New Brighton (S. I.),
N. Y., 157,776. W. Newton, Ms., 113.
W.Newton, Pa., 781. Weston, Ct., 139.
Weston, EMg., 694. W. Orange, N. J., 610,
778. W. Ossipee, N. H., 576. W. Phll»-
delphia. Pa., 781. W. Point, Ga., 594,
6io, 783. W. Point, Ind., 237. W. Pc^t,
N. Y., 194, 198. Westport, Ct., 138-9, 248-9.
W. Randolph, Vt., 57S, 6ro, 627, 651, 672,
766. W. Roxbury, Ms., 107. W. Butland,
Vt., 184. W. Saugerties, N. Y., 188. W.
Springfield, Ms., 29, 30, 42, 51, 58, no, 117,
120, 122-3, "5-7, 179, 181, 183, 194, 252-3,
581, 769. W. Springfield, Pa., 205-6, 4791
W. Stockbridge, Ms., 148, 208. W. Suffield,
Ct., 146. W. Sydney, M S. IV., 793. W.
Troy, N. Y., 192. Westville, Ct., 140,
394, 582. Westville, N. S., 79a W. Wai^
ren, Ms., no. 114. W. Woodstock, N. Y.,
336-7. W. Worthington, Ms., 121. Wey-
mouth, Eng.y 685, 689. Weymonth, Ms.,
769. Weymouth, A^. 5"., 283-4, ft^
Whately, Ms., 119. Whcatley, Ont., 31a
Wheaton. Md., 376. Wheatville, N. Y..
222. •Wheeling. W. Va., 242-3, 245, 487-8,
50*. 595. 610, 628, 782. Whippany, N. J.,
163-4. Whitby, Oiti.y 319-20, 7S9. Whit-
church, Eng., 536. Whitefield, N. H.,

INDEX OF PLACES.

Ivii

S77- Whitefaatn, N.Y., it, 29, 119, (84, 186,
191-1,776. VVhiceHorse, Pa., 390. *Wlilte
PUtaiS, N. Y., 71, 74-6, 138-9. 5S3, 702.
White Blver Jnootioii, Vt., 500, 576, 578.
Wtaiteatown, N. Y., 201, 310, 213. White

Sulphur Springs, N. Y., 192, 217. White
Snlphnr Springe, W. Va., 351, 382. Whit-
ing, Me., 271. Wliitllieville, Ms., 769.
Whitney'B Point, N. Y., 337. Whltuey-
ville, Ct., 135. Whitneyville, Me., 272.
Whitdesea, Eng^ 539. •Wiehita, Kan.,
fSS. Wichita Falle. Tex., 783. Wick,
Scci., 536. 555. 556, 645. Wickliffe, Vict.,
563. Wicklow, Otu., 321. Wilbraham,
Ms., 114. *Wilkeel>ane, Pa., 30, 32, 220,
340.1, 781. Willetl, N. Y., 337. Willey
House. N.H., 576.7. William's Iiridge,N.Y.,
96w Wiiliamshurg, Ms., 119, 12 r. Williatns-
buis (U I.), N. Y., 91, 153. WiUiamsford,
0«/., 316. WilUamsport, Md., 29, 5 1, 238.9,

24*, 244. 303. 344, 347. 349. 384,38s, 495.497-8.

•WilUamsport, Pa., 781. •WillUmstown,
Ky., 31, 235-^. WiUiamstown, Ms., 112,
"<i 579* 610, 700, 769. Williamstown,
N. J., 52a. WiUlametown, N. Y., 192.3.
WUIiamstown, Vt., 578. Williamsville. Ont.,
325. Willimansett, Ms., 124-5, $80. ••Wil-
Umantic, CL, 129, 770. Willow Grove, Pa.,
497. Willow Island, Neb., 478. •Wil-
mington, Del., 244. 37a. 377. 388, 390. 497,
Saa, 5S9, 62S, 781. •Wilmington, N. C,
78a. Wilmington, Vt., 579. Wilmot Cen-
ter, (7«/., 317. Wihnot Comers, N. Y., 210.
WUaonville, Ind., 336. Wilion, Ct., 138.
Wincanton, Eng.^ 539. Winchelsea, Out..,
332. •Winchester, Ky., 4S5. Winches-
tar, N. H., 579. •Winchester, Va., 47,
«44, 345-8, 350. 388, 49 1-^, 578. 7S2. Wind-
ham, Ct., 148. Windham, N. Y., 187.
Windsor, Ct., 145, 251. Windsor, N. S.,
259,286,289,393, 610, 790. Windsor, N.
Y., 204. Windsor, On/., 296, 310-11, 314,
533. Windsor, Vt., 576, 578-9. Windsor
I«0CkB. Ct., 122, 125, 145, x8o, 251, 377, 5S0,
582. Winfield (L. I), N. Y, 90. Wing-
ham, Onf., 332. •Winnemncea, Ncv.,476.
Winnipeg, Mmm., 4S7, 635, 790. •Winona,

Minn., 487, 788. Winona, Wis., 787.
Winslow, //. S., 291. Winsted, Ct., 143-4.
•Winterset, la., 787. Winthrop, Me.,
574. Wisbeach, Eng.^ 538, 557. Witham,
^igT', 792- Wobnzn, Ms., 769. Wodonga,
F^k:/., 565.6. Wolfville, iV. ^.,285. Woll-
aston, Eng.f 5401 Wolverhampton, Etrg.,
539, 5(6, 645. Womelsdorf, Pa., 343.
Woodbridge,Cal. ,491. Woadbridge,Ct., 149.
Woodhridge, N. J., 15S, 166. •Woodbury,
N. J., 390. 5". Woodbury (L. I.), N. Y..
1 50- 1. Woodford,t7M/.,3t6. •NVoodland.Cal.,
491, 7S9. Woodstock, N. H., 577. Wood-
stock, Ox/., 315.7, 324, 33». 634-5, 789.
*Woodstock,Va., 244, 346, 383. 388,498. 78a.
•Woodstock, Vt., 57f). Woodstown, N. J.,
390, 521-2, 778. WoodsTille, N. H., 578.
WoodviUs, AT. Z., 5O9. Woonsooket, R.
!•. 109, 581. Worcester, Eng., 539, 645.
•Worcester, Ms., 12, 27. 29, 31, 51, 103,
109-14,117. «a8-9, 208,258, 479,488,513.4,
5»3. 576, 579, 594. 600, 607, 627, 680, 769.
Worthiugton, Ky., 236. Worthington, Ms.,
121. Wray, Col., 50Z. Wremham, Ms.,
107. Wrexham, Eng., 539. Wrightsvills,
Pa., 386. Wyalusing, Pa., 219. Wyanet,
111., 479. Wyoming, 111., 787. Wyoming,
N. J., 158, 163. Wyoming, Pa., 220, 781.
Wysocking, Pa., 219.

•Xenia, O., 501, 7S5.

Yantic, Ct., 530, 583, 770. Yaphank
(L. I.), N. Y., 29, 3», 33, 150-3. Yarmouth,
E>^., C36. Yarmouth, Me., 660, 766. Yar-
mouth, Ms., 592. Yarmouth, jV. S., 282-4,'
286, 288, 293, 599, 790. Yarmouth, Oh^.,
331. Yarmouthville, Me., 766. Yass,
A^. S, IK, 564.5. Yeovil, ^wj-,, 536,645.
Yokohama, /a/., 572. Yonkers, N. Y., 26,
39, 53. 58, 75-9, 81, 95. 98, 100, 1S7, 194, 197,
376, 523, 583-4, 586, 610, 776. York, Eng.,
533. 544, 645-6, 792. •York, Pa., 242, 377.
3%, 495. 497. 6to, 781. York Mills, On/., 316.
Yorkshire, N. Y., 208, 223. *YorktOwn,
Va., 23S. •Yorkville. 111., 479. •Youngs-
town. O., 627, 785. Youngstown, Pa., 485.

•Zanesville, O. , 245, 7S5. Zaribrod, Bui.,
4S1. Zurich, SwiiM., 552.

" U.S.Official Hotel Directory for '86, or Hotel Red Book " (8vo, 708 pp., incl. 73 adv. pp. ;
doth, $3 ; weight 3 lbs.), by the Hotel Pub. & Adv. Co., of 265 Broadway, N.Y., " gives a conv
[dete and reliable list of hotels in the U. S. and Canada, large and small, leading and otherwise,
and also summer and winter resorts. It likewise gives the names of r. r.'s and water routes,
reaching or passing the town or city wherein the hotels arc located. " See hotel lists, pp. 609, 61 a.

Iviii

TEN THOUSAND MILES ON A BICYCLE.

THB UfaTBD STATES.

This alphabetical list of the States and
Territories of the Union is given chiefly for
the sake of showing their abbreviations. The
geographical order in whidi the States are
inserted in the " Directory of Wheelmen "
(765-90niay be found on p. 734> also on p.
XX ; and, in the latter case, the number of
towns and of subscribers representing each
State in the " Directory '* are likewise shown.
On p. 617 maybe seen the League representa-
tion of each State, June i, '84; and on p.
618 the increase of the same, Jan. i and Sept.
I, '86. P.^aS shows the League officers of
State Divisions, Oct. 30, *86; and p. 631
shows th • apportionment of States into " rac-
ing districts of ihs A. C. U." Full indexes of
the 13 States in which I have done the most
touring ( Me. to Va. and Ky.) are pointed out
by the star (*) ; and the General Index may be
consulted for additional references to many
of the other States. Numerals higher than
764 refer to subscribers to this book :

Ala., Alabama, 2, 352, 670, 783. Ariz.,
Arizona, 7S9. Ark., Arkansas, 352, 783.
CaL, California, 2, 473-6, 489-941 5oo» 5'9i
609, 661, 672, 789, 799. CoL, Colorado, 177,
501, 7S8. Ct., Connecticut, •sSi, 769-70.
Dak., Dakota, 177, 487, 788. Del., Dela-
ware, •5S9, 781. D. C, District of Colum-
bia, •590, 782. Fla., Florida, 177, 352, 597,
783. Qi., Georgia, 177, 352, 500, 610, 782.
Id., Idaho, 7S8. HI., Illinois, 31, 224, 244,
258,478-80, 485-9. 5«9. 524-5. 658, 672,677,
786-7, 799. IncL, Indiana, 31, 235-7, 479.
486-8, 5x9, 785-6. la., Iowa, 478-80, 486-7,
501, 672, 787. KaxL, Kansas, 99, 485-6, 500,
788. Ky., Kentucky, 224-37, •590. 783-4-
La., Louisiana, 2, 140, 500-1, 527, 595, 597,
654. 670, 724, 783. Me., Maine, •573, 765-6.
McL, Maryland, *5S9, 781-2. Ms., Massa-
chusetts,*579,766-9. Micb., Michigan, 42, 99,
177,210,296, 311, 323, 476, 490-2,609, 660,
729, 7S5. Mixm., Minnesota, 487, 519, 530,
57O1 787. Ml88., Mississippi, 352, 783. Mo.,
Missouri, 99, 322-3, 473, 485-7, 500, 524-S.
671-2, 787. Mont., Montana, 454, 519, 788.
Neb., Nebraska, 478-So, 484-6, 489, 501, 570,
788. Nev., Nevada, 476-7. N. H., New
Hampshire, •575, 766. N. J., New Jersey,
•5SS, 776-8. N. Mex., New Mexico, 788.
N. Y., New York, ^582, 770^. N. C, North
Carolina, 54, 176, 551, 500, 782. 0., Ohio,

28-3*, 39i 57, 99, 205, 234, 240, 24a, 245.
47980, 485, 487, 500, 5o», 5»9, 594, 625, 660.
677-8, 784-5. Or., Oregon, 492, 519, 788.
Pa., Pennsylvania, ^589, 778-81. B, L,
Rhode Island, *58i, 769. S. C, South Caro-
lina, 54, 352, 782. TexUL, Tennessee, 176,
352, 500, 670, 672, 7S3. Tex., Texas, 352,
500, 783. Ut., Utah, 477. 52o» 75*8. Vt.,
Vermont, •578, 766. Va., Virginia, •590,
783. Wash., Washington Territory, 455,
519, 788. W. Va., West Virginia, 31, 4*.
242, 245, 344, 352, 384, 486-7, 500, $90, 78a.
Wis., Wisconsin, 177, 258, 487, 524, 787.
Wy., Wyoming, 473, 475, 477, 479-8o, 489,
570. 788.

FOREIGN COUNTRIES.

References higher than 764 are to subscrib-
ers outside the U. S., the numbers of whom
are also shown on p. xx. Details for sev-
eral countries may be found in General Index :
Acadia, 286. Afghanistan, 571. Angora,
481-2. Asia, 480-3, 570-2, 792. Australia,
558-70, 652, 695-6, 706, 793-4. Austria, 2J2,
481, 558, 636-7, 792. Bavaria, 480-1. Bel-
gium, 522, 546, 549. 599. 651, 699, 700. Ber-
muda, 353-70. 592, 790. Brittany, 54a. Bul-
garia, 48i. Canada, 265, 282-334, 598, 603,
633-7. 669-70, 677, 789-90. Cape Breton, aSSw
China, 312, 474-5, 477, 49«, 572. Croatia,
481. Denmark, 636-7. Egypt, 453, 571.
England, 403-6, 426, 444-50. 469-72, 53»-S8,
598-9, 636-51, 654, 681-95, 790-2. France, 480,
522, 530. 552, 557. 599.600, 628,636, 651,682,
698-9, 792. Germany, 546, 552-3, 636-7, 651,
697, 792. Holland, 522, 553, 599, 636-7, 651,
700, 792. Hungary, 474, 481, 792. India,
571-2. Ireland, 499, 546, 640, 652, 665, 6S2-3,
688, 792. Italy, 530, 549, 551-2, 599, 600,
687, 700, 792. Japan, 572, 792. Khorassan,
570. Koordistan, 481, 483. Manitoba, 635,
790. Mexico, 2, 600, 790. New Brunswidc,
265, 33 «. 5»5, 790. New S.Wales, 564-5, 65a,
793. N.Zealand, 566-9,653, 794. Normandy,
480, 543. Norway, 549, 700. Nova Scotia,
282-94, 331, 355, 364-6, 499, 592, 790. On-
tario, 296-334, 598, 633-6, 789. Persia, 473,
480-3, 570-1, 792. Prince Edward Island,
290-2. Quebec, 327.30, 574-5, 592, 790.
Queensland, 652, 793. Roumelia, 474, 4S1.
Russia, 570-1, 687, 724. Saxony, 551-2.
.Scotland, 545, 553-8, 645-6, 681-6, 695, 79a.
Servin, 474,480-1. Slavonia,474, 481. South
Africa, 696. South Australia, 560-1, 65a,

INDEX OF PLACES,

lix

7i». Spain, 549, 683, 700. Styria, 48*.
Sweden, 549, 700, 792. Switzerland, 530, 532,
54«. $49. 55»f 599, 637, 650, 79a. Tasmania,
559. 5<»3-4, 652, 79*- Turkey, 481-2, 474. 57if.
7«j2. Viaoria, 55S-66, 652, 706, 793-4. Wales,
V^^ IY>* 533, 536, 539. 544, 546, 550, 790-2.

RIVERS AND VALLEYS.

Agawam, 122-3, 179, 252. Aminonoosuc,576-
7. Amoor,57o. Androscoggin, 575-6. Arques,
480. Avon, 289. Bear, 477. Beaver, 515.
bigelow, 129. Blackberry, 143. Blacksione,
io9b Blanche, 329. Brandy wine, 372, 3*8.
Bnmz, 74, 75. Byram, 73. Cassadaga, 5S7.
CajEcnovia, 214. Charles, 106, 514. Chestnut
Ridge, 485. Chicopee, 110, 117, 129. Cole-
brook, 144. Conemaugh, 496. Connecticut,
11,32, 61, 117-28, 145, 172, 178-84, 191, >94i
lyS, 251*4, 575-S2. Cornwallis, 285. Cow-
pasture, 486. Croton, 76. Cumberland, 302,
347. Danube, 481. Delaware, 28, 44, 163-4,
172-3, 189, 198, 207, 299, 302, 340, 342,
37a, 378, 390, 497, 5»2. 587- East (N. Y.),
64, 86, 97-8, 5S3. Eden, 223. Eik, 479.
Elkhart, 479. Elkhorn, 478. Farmington,
137, 144-6, 5S1. Fenton,29. French, 129.
Ganges, 572. Gatineau, 327. Genesee, 30,
214-17. German, 173. Green, 230, 477*
Hackcnsack, 82, 165-6, 168-9, 589. Har-
lem, 25, 27, 64, 66, 68, 70, 72, 91, 95-8,
247, 582-4. Hanid, 571. Hills, 490. Hills-
boro, 290. Holyoke, 135. Hoosick, 193.
Hop, 128. Housatonic, 1x2, 13S, 140, 143-4,
147, 188, 700. Hudson, II, 44, 51, 64-91, 95,
97, M«-3, «46, 148, 157, «64-6, 17^-98, 210,
3^,340, 43 «, 498, 500. 505. 5*3, 583-1, 586-7.
Humboldt, 476-7. Illinois, 489. Indian, 327.
100,481. Jackson, 486. James, 346-7. Jock,
327. Juniata, 496. Kanawha, 347. Kansas,
48& Kennebec. 353, 573-4- Kentucky, 227.
Konrai, 568-9. Lehigh, 299. Ligonier, 485.
Little, 223. Loire, 542. Luray,347,35»,38i.
Magalloway, 575. Mahoning, 342. Mamaro-
nedc, 74. Maritza, 481-2. Maumee, 479.
Medidne Bow, 478. Merrimac, 102, 500.
Metis, 329. Middle (Ct.), 129. Middletown,
243, 349. Mississippi, 19S, 347-8, 473, 478-80,
487, 480. Missouri, 475, 478-9, 486, 489.
Mohawk, 12, 13, 32, 85, 197, 199,202. Mo-
nocacy, 349. Morava, ^8.i, Mt. Hope, 129.
Napa, 49a Natchaujr, 129. Nau?:atuck, 139-
4». 5«2. Nepperhan, 75-8, 98. Niantic, 131.
Mjeiva, 481. Ohio, 39, M5, 485. 515* 590-

Oneida, 335. Opequon, 347, 497. Orange,
271. Oregon, 455. Otselic, 302,337. Ottawa,
327-8. Page, 347, 35<- Passaic, 82, 159, 165,
166, 5S8. Patapsco, 377. Patuxent, 349.
Pawcatuck, 129. Peabody, 577. Pekang, 57a.
Pemigewasset, 576. Penobscot, 574. Petane,
568. Platte, 478, 486, 489. Pleasant, 146.
Pompton, 165. Potomac, 17, 29, 51, 55, 238,
245, 300, 303, 344, 347, 376, 383-4, 488, 496-7-
Quiaebaug, 129. Quinnipiac, 134. Ramapn,
171,198,587. Rappahannock, 379. Kcr.ch,
4S1. Rhine, 481,522. Rideau, 327. Rigaud,
32S. Roanoke, 347. Rock, 479. Russian,
4vo. Saco, 576. Sacondaga, 211. Sacra-
mento, 476, 490. Saddle, 165, 169. Sague-
nay, 293. St. Croix, 263. St. Lawrence, 187,
i>S 204, 210, 293, 301-3, 326, 329, 330, 333,
500. Salinas, 490. Salmon, 145, 289. Salt,
237. San Benito, 489. Santa Clara, 49a
Saugatuck, 128, 138. Sawmill, 75-9. Schroon,
211. Schuylkill, 299, 389-90, 522. Seaconuet,
108. Seine, 480. Semmering, 552. Shenan-
doah, 46, 154. 238, 241-2, 296, 300, 303, 346-7,
3S8, 486, 49 1-500. 590. Shepaug, 143. Still,
12S. Strasburg, 347. Susquehanna, 218, 302-
3. 308, 338, 343. 372-3, 37?, 381, 386, 49", 589.
Tarti]oux, 339. Tliames, 129, 131, 681.
Trough Creek, 244. Truckee, 476. Tuo-
lumne, 491. Virginia, 346, 3S2. Wabash,
486. Waipara, 568-9. Walikill, 198. WcUs,
489, 576. While, 578. Willimaniic, 129.
Winooski, 578. Wissahickon, 389. Wyo-
ming, 220. Yosemite, 491.

MOUNTAIN PEAKS.

Ararat, 482. Bald, 575. Bald Eagle, 496.
Battle (Nev.), 476. Big SeweU, 486. Black,
186. Blanc, 354. Blue (Pa.), 498. Buck,
49S. Carmel, 134.5, 486, 581. Catoclin, 349.
Cone, 485. Dogwood, 4S6. Eik, 478. Ever-
green, 148. Gambler, 560. Green (Me.),
278. Hamilton (Cal.), 490. Hedgehog (Ct.).
145. Holyoke (Ms.), 120, 135. Hortnn (N.
S.), 286. Jefferson, 382. Jenny Jump, 164.
Kineo, 574. Kaaterskill, 498. Langton
(Ber ), 359-62. Little North, 497. Little
SeweU, 486. McGregor, 192. Mansfield
(Vt.), 578-9. Marcy, 186. Nescopeck, 498.
North (N. S.), 284-5. Orange, 158, 174.
Otter (Peaks oQ, 347. Pea tinny, 170. Pitts-
field, 197. Plymouth, 142. Pulaski, 485-
Razorback, 565-6. Rummerfield, 219. San
Juan, 494. St. Goihard, 187. St. Helena

Ix

TEN THOUSAND MILES ON A BICYCLE.

(Cal.),49o. Sargent (Me.), 178. Shenandoah,
582. Schooley's, 173. Simplon, 187. South,
349. Storm King, 197. Sugarloaf, 182. Tom
(Ms.), 118-20,127,183,252,579. Vesuviua,
552. Washington, 237, 515, 525, 575-7, 670-x.
Wilcox, i4S>

MOUNTAIN RANCBS.

Adirondack, 185-7, 2 lo-i 1 , 587. Alleghany,
«43. a45i 347. 350i 477f 485-6, 496, 5<»» S«8-
Apeuuiue, 551. Balkan, 481. Black Hills,
47S. Blue Creek, 477- B^ue Ridge, 238, 243,
346-8, 374, 379-81, 495-7, 500. Catskill, 187-8,
198,216, 488, 497- Elburz, 571. Erz, 552.
Fruskagora, 481. Green, 1S4, 198, 574-8.
Hanz, 114, 52a. Himalaya, 477. North
(N. S.), 2S4-5. Laurentian, 327. Little
Savage, 244- Massanulten, 347-8i 35o-«.
381-1. Mud Creek, 486. North (N. S.), 284-5-
Orange, 158, 174. Pilot, 576. Promontory,
477. Pyrenees, 549. Red Dome, 477. Rocky,
455, 478, 4S1. Sierra Nevada, 243, 476, 492.
South ^N. S.), 284. Taghconic, 147. Wa-
chung, 174. Wahsatch, 477. White, 61, 192,
«93, a93, 503. 5*3, 576-8, 676.

MILLS.

Albanian, 552. Alconbury, 540. Alum
Rock, 490. Am^s*8, i24> Armory, 117. Barn-
door, 145. Barryfield, 325. Batesford, 559.
Bear Ridge, 139. Belmont, 389. Bengal,
572. Bergen, 82-4, 166, 168, 588. Berkshire,
121, 126, 581, 584, 700. Blue, 109, 516, 577.
Box, 567. " Breakneck " (N. Y.), 71, 582.
Cave, 236. Chaplain, 228. Chestnut, 102. 106,
III, 114, 128, 523. Chicopee, 124. Columbia
Heights, 88, 97. Corey, 525. Corydon, 235.
Crescent, 124. Cumberland, 107. Druid,
239. Eagle Rock, 175. E*ist Rock, 135.
Edgewater, 165-6. Ewingsville, 118, 126.
Fisher's, 345-6, 498. Foundry, 142. Fox,
170. Gallows, Si. Gates's, 11S-9, 183, 579.
Gibbs, 361. Glacier, 491. Grimes's, 158.
Hampstead, 403. Hanging, 250. Hog-pcn
Ridge, 139. Hotliam, 562. Indian Rock,
3S9. Knapton, 360. Laurel, 485. Marl-
boro, 567. Mono, 316. Moore's, 327. Mull-
ica, 390. Old Ford, 389. Orange, 169. Pali-
sades, 77, 79,81, 5S6-7. Panama Rocks (N.
Y.), 587. Pine, 121. Pleasant, 226. Pros-
pect, 362. Ray*s,4S5. Red, 237. Remataka,
568. Richmond, 316. Rideau, 327. River-
dale, 78, 80, 583. Rocky, 102. Round, 285,

496-7. Sandy, 58-9, 1S9, 192. Seebach, 317.
Shinnecock, 155. Shrewsbury, 514. Sidling,
243. Snake, 169. Turkey, 123, 146. Wash-
ington Heights, 64, 72, 75, 38S, 583. West,
540. Windsor, 122.

Antigua, 592. Atlantic, 355. Barbadoet,
592. Bermuda, 353-70, 530. Blackwell*s, 69^
70, 90, 469. Brady, 478. CampobcUo, 36o»
265, 269. Cape Breton, 289, 290, 331, 366.
Capri, 552. Coney, 27, 47, 8;, 155, 523, 583-5.
Dominica, 592. Glen, 91. Grand, 478, 489.
Grand Manan, 268-9. Hebridss, 467. Ire-
land (Ber.), 355, 358. League, 244. Long
(N. Y.), 12, 28, 29, 5 1, 5S. 63-4. 83, 90, 97, 99,
148, 150-9, 177-8, 28 J, 530. Long (N. S.),
286. Magdclene, 331. Mt. Desert, 5, 574.
Manhattan, 52, 6|, 69, 70, 72, 84, 116, 154,
158, 16S, 187, 427. Martinique, 5-)2. Mon-
treal, 575. Newfoundland, 170, 293, 366.
Parent, 328. Perrot, 575. Prince Edward,
289-92, 331, 592. Rhode (R. L), loS. St.
George's, 355. St. Helena, 355. St Kitts,
592. St. Lucia, 572. Sandwich, 492. Sochia,
552. Somers, 364. Slalcn, 28, 30. 57, 64, 84,
88, 97, 99, 150, <S5-9. «77-8, 377, 583- Thoo-
sand, 333. Trinidad, i-yi. West Indies, 355.
Wight, 517. Willow, 478. Wolf, 333.

LAKES AND PONDS.

Androscoggin, 575. Bantam, 142-3. Bloody,
185. Blue, 490. Bond, 316. Bras d*Or,
289. Cayuga, 212. Champlain, 32, 185-6.
211,500, 578-9. Chautauqua, 20^, 223,488,
587. Clear, 490. Conesus, 216. Croton, 194.
Crystal, 170. Dcschene, 327. Eagle, 278,
281. Echo, 170. Erie, 39, 171, 203-6, 225,
310, 331-2, 58S, 596. Garland, 283. George,
II, 29, 32, 51, 57, 171, 179.98, an. 578.
Governor's, 288. Great Salt, 477. Green-
wood, 170, 584. Hemlock, 216. Huron, 204,
30', 313, 315, 33>- Lauderdale, 193. Ma-
hopac, 582. Mashapaug, 129. Memphre-
magog, 198. Michigan, 479. Mirror, 491.
Mohonk, 198. Moosehead, 574-5. Napa,
491- Ontario, 204, 214, 222, 301, 310, 314,
3»o, 333, 593. Otsego, 197. Piseco, 211.
Pleasant, an, 378. Quinsigamond, no.
Rocky Hill, 120. Rogers, 131. Round, 37S.
St. Clair, 301, 311. Saltonstall, 133. Sara-
toga, 192. Schroon,2it. Seneca, 211. Sil-
ver, 155, 216, 222. Simco?, 316. Southwick,

INDEX OF PLACES.

Ixi

xx^ Sopsrior, 331. Thousand Islandft, 333.
TueacbeK, 327. Twin, 147. Two Mounuins,
32& Whimey, 135, 148, 249. Winnipisco-
Cee. 293. 576.

CRBBKS AND BROOKS.

Amietam, 347, 3S4. Block, 121-3. Bloody
Ron, 185. Buffalo, 22a. Bull Run, 375.
Caitarausus, 204. Cub Run, 374-$. Elk,
236. Furnace, 129. Uarrod's, 236. Kiwaka,
S)6&. Mdl, 121. Newton, 91. North, 211.
Oveipeck, 165. Plum, 237. Pole, 478.
Queen's, 327. Roaring, 139. Rondout, 19S.
Spuyten Duyvil, 64, 71-2, 78-So, 383. Smith's,
49a Sunswick, 90W West Canada, 21a )fel-
lo«. 477-

WATERFALLS.

Bridal Veil, 491. Chaudiire, 327. Clifton
(N. J.X 170. Fninkliu, 577. Genesee, 214,
si6w Guildhall, 577. Great Falls of Poto-
mac, 376, 497. Haines, 216. Hemlock, 509.
Horseshoe (Niagara), 202. Raaterskill, 216.
Kezah (Me.)» 577. Montmorenci, 330.
Ifomey, S74> Nevada, 491. Niagara, 28, 203,
214-16, 293, 3S2, 488, 586. Paterson, 167.
Pontook, 576. Portage, 214. Sciota, 341.
Seneca, soS, 312. Trenton, 210, 212, 334-6.
Vernal, 491. Wannon, 560, 563. Wappio-
fer's, 194-5- Vo«3mite, 491.

BAYS AKD OTHBR DIVISIONS <S? WATBR.

Adriatic Sea, 552. Atlantic Ocean, 48,
64, 176, 405. 4*^7, 473. 5>3- Ahxandria Bay,
209U Basin of Miuas, 2S6-9. Bedford Basin,
287-3. Bic Bay, 329. Bosporus, 482. Bos-
ton Harbor, 113, 282. Canso, Strait of,
389. Caspian Sea, 571. Chedabucto, 2S9.
Chesapeake, 352, 377. Cold Spring Harbor
(L. I.), 150. Fresh Kills (S. I.), 157. Fuudy,
269, 2S4. Georgian, 315-16. Gowanus, 88.
Oraasy, 35S, 362, 365. Great South (L. I.),'
155. Golf Stream, 364-5. Hamilton Harbor,
3S& Harrington Sound, 359'6a Hell Gate,
90, 9S. Katskill (Lake C^eorge), 186. Kill
van Kull, 84, 155. Long Island Sound, 61,
641 74. «5. 90. 96, 128^, 14a, 249. Mahone.
a88, 293. Mediterranean Sea, 593. Morris
Cove, 133. Mt. Hope, loS. The Narrows,
64* 158. Newark, 84, 155, 583. New York,
64* ^t 155' Northwest Arm, 287. North
West Bay (Lake Geoiige), 186. Owen Sound,
ai$-i6. Pacific Ocean, 48, 473. 49»f 57o, 572-
Pakocrystjc Sea, 23. PaMamaquoddy, 268.

Pelham, 73, 96, 249. Providence, 108. Sag
Harbor (L. 1.), 155. Sl Lavkrence Gulf, 59s.
Sanbornton, 577. St. Margaret's, 2S8. St.
Mary's, 284. Somes Sound, 277, 281. Staten
Island Sound, 155. Tappan Sea, 8a Tra^
cadie Harbor, 291.

PARKS AND SQUARBS.

Battery, N. Y., 98.9, 433, 583- Bidwell,
Buffalo, 203. Blue Grass, Ky., 224. Boston
Common, 105-6. Bowling Green, N. Y.,433.
Bronx, N. Y., 95-6. Brooklyn City, 8S-9.
Central, N. Y., 64-8, 70, 85, 02-5, 98, 100,
187, X97-8, 376, 403, 43*1 45». 453. 465,
686. Chestnut Hill Reservoir, Boston, 102,
106, III, 114, 128, 523. Chicago, 224. City
Hall, N. Y., 86, loa Clareraont, N. Y.,
96. Copley Sq. (called " Trinity "), Boston,
27, 106. Crotona, N. Y., 96. Druid Hill,
Bait., 238, 781. East Rock, New Haven,
135-6. Edge water, N. Y., 96. Fairmount,
Phila., 389, 679. Fleetwood, N. Y., 73.
Front, Buffalo, 5S8. Gilmour*s, 327. Hamp-
den, Springfield, 117, 579-80. Harvard Sq.,
101, 103. International, Niagara, 199, 586.
Jerome, N. Y., 71-3, 75, 138, 58a. Lincoln,
Buffalo, 203. Llewellyn, N. J., 160-1, 175.
Manhattan Sq., N. Y., 95. Mary's, N. Y.,
96. Morningside, N. Y., 70,95. Mt. Morris,
64. Pelham Bay, N. Y., 96. Pemberton
Sq., Boston, 104-5, ■*<>» '^8, 662. Pleasure
Ridge, 237. Pt. Pleasant, 287. Prospect,
Brooklyn, 27, 87-9, 98, 94, 97. 583, 686-6,
Public Garden of Boston, 105-6, 114. Public
Gardens of Halifax, 2S7. Riverside, N. Y.,
68, 94, 585. Rowley Green, 102. Van Cort*
landt, N. Y., 95-6. Washington Athletic,
573. Washington Square, N. Y., 16, 23-6,
a8, 33, 5«-». 54, W-6, 8a, 9», 98, loi, 168,
191, 207, 368, 388, 391, 438-31, 482-4, 45»,
453, 455. 46t-6, 470, 583-6. 611, 774- Wash-
ington Square, Phila., 494, 497. Westfield
Green, N. Y., 206. West Springfield Com-
mon, 120. Woodward's Garden, San Fran-
cisco, 49a.

RAILROADS (See pp. 591-8).
Baltimore & Ohio, 238, 242, 245, 3So^
Boston & Albany, a6, 128, 479. Buffalo,
N. Y. & P., 222. Chesapeake & Ohio, 350-1.
Chicago, Burlington & Quincy, 486. Con-
cord, 50a Conn. River, 127, 19S. Canadian
Pacific, 328. D., L. & W., 82, 588. Erie, 8a,

Ixii

TEN THOUSAND MILES ON A BICYCLE.

85, 165, 198, 2t6-i8, 222-3, 3«»4-5- Fall River
& Newport, 198. Grand Trunk, 328. Hud-
son River, 190, 192, 195, 198. Intercolonial,
2S5, 329. Lehigh Valley, 219, 221. Long
Island, 154. Missouri Pacific. 486. N. J.
Central, 82, 85. New London Northern,
129. N. Y. Central, 192, 198, 201, 209. N.
Y., P. & O., 222. New Zealand, 569-70.
Pacific, 475. P. D. & E. (111.). 486. Penn-
sylvania, 82, 389, 588. Prince Edward Is-
land, 291-2. Richmond & Alleghany, 350.
Union Pacific, 473- Valley Branch of B. &
O., 350. Vermont Central, 184. Wabash,
486. West Shore, 83-4, 168, 589.

COLLBCBS.

Acadia, 28s- Amherst, 113, 142. Bowdoin,
565. Butler Univ., 786. Cambridge Univ.,
429. 434. 5*4, 544» 557, 79i- "Chrysalis,"
428-9. Columbia, (130,216,436-7. Cornell
Univ., 772. Dartmouth, 508, 766. Dickinson,
344, 512. Drew Theol. Sera., 344. Eton,
533. (Georgetown, 233. Glasgow Univ., 545.
Haileybury, 544. Harvard, 25, loi, 103,
"3, 13 '.256, 386, 397. 403, 434-5. 437.494,
514,658,665, 767. Haverford, 25, 389, 503,
779. Iowa, 323, 669. Kentucky Wesleyan
Univ., 233. Kenyon, 784. King's (Cam.),
429, 434. King's (N. S.), 286. Knox, 65S.
Lafayette, 173, 669. Lehigh Univ., 780.
Maine Agricultural, 257, 277. Middlebury,
196. New York, 436. New York Univ.,
428-44. 454-72. Oxford Univ., 469, 471, 533.
Pennsylvania Univ., 388, 494. Princeton,

434, 777- Rutgers, 159. 5:warthmore, 508.
Toronto Univ., 318. Trinity (Cam.), 544.
Trinity (Hartford), 136. Virginia Univ., 350,

435. West Point, 194. Williams, 185. Yale,
"3, 127. >3»-3, MO, 256, 304, 890-40&, 424,
434-5, 439. 447, 464-6, 494. 657, 660, 711,
722-3, 728, 732, 770-

PUBLIC BUILDINGS.

AgriaiUural Hall, London, 547-8. Alex-
andra Palace, London, 535. Alnwick CZastie,
390, 404. Alumni Hail, Yale, 39S-9. Ar-
mory, Springfield, 114, 124-5, 580. Arsenal,
N. Y., 95. Benedick, N. Y., 65, 440. Bicy-
cle Club Houses : Baltimore, 590, 781 ; Bos-
ton, 105-6, 767; Brooklyn, 97, 586; New
York, 96, 586 ; Philadelphia, 589 ; St. Louis,
652 ; Washington, 590. Boston Cydorama,
385. Capitol, Albany, 193. Capitol, Wash-

ington, 371-2, 501. Centennial Buildings,
Phiia., 3S9. Cheshire Academy, Ct., 134,
250. "Chrysalis College," 42S-9. Citadel,
Halifax, 287, 292. City Halls : Boston, 105 ;
Brooklyn, 88 ; Buffalo, 52 ; New Haven, 133 ;
New York, 48, 78, 82, 85, 88, 99, 100, 499;
Philadelphia, 389; Springfield, 117, 120,
124-5 \ Yonkers, 78. Cosmian Hall, Florence,
Ms., 119. Court Houses: Boston, 105;
Brooklyn, 90; New York, 48. Crystal Pal-
ace, London, 405. Custom Houses : Boston,
105 ; New York, 369. Elm City Rink, 401.
Equitable Building, N. Y., 99. Faneuil
Hall, Boston, 105. Grace Church, N.Y., 66.
Grand Central Depot N. Y., 99. Grey-
stone, N. Y., 79-80. Insane Asylum, Balti-
more, 377. Institute of Technology, Boston,
106, 582. Kentucky State House, 233. Lick
Observatory, Cal., 490. Litchfield Mansion,
N. Y., 5S5. Ludlow St. Jail, N. Y., 8&.
Lyndehurst, N. Y., 79-So. Manor House,
Yonkers, 78. Massachusetts State House,
104, 113, 116. Mechanics' Pavilion, Port-
land, Or., 492. Memorial Hall, Dedham,
Ms., 107. Metropolitan Methodist Church,
Toronto, 318. Monastery, N. J., 83, 589.
Morgan School, Clinton, Ct., 134. Ml. Hd-
yoke Female Seminary, 120. Museum of
Fine Arts, Boston, 106. Music Hall, New
Haven, 398, 400. Nassau Hall, Princeton,
N. J-. 434- Nat. Hist. Museum, Boston,
106. Naval Hospital, N. Y., 88. Oraton
Hall, Newark, N. J., 83, 170, 174, 589.
Penn. Military Academy, Chester, 372.
Phillips Academy at Andover, 2aS. Post
Offices : Boston, 105 ; Cleveland, 500; New
York, 48; Paris, 458. Poltstown Opera
House, 484. Rosalie Villa, Chicago, 529.
Royal Courts Chambers, London, 550. ''Rub-
bish Palace," 428-9. St. Botolph's Comer,
102. St. Croix Hall, Calais, Me.. 265.
Shenandoah Academy, Va., 345. Soldiers*
Home, D. C, 376. Springfield City Library,
126. State Fishery, N. Y., 222. State Hos-
pital, Worcester, Ms., no. Stewart's Cathe-
dral, Garden City, L. I., 152. Sunnyside, N.
Y.,79. Trinity Church, Boston, T06. Trinity
Church, N. Y., 87, 99, 437. Tuileries, Paris,
390. University Building, N. Y., 65, 423-44,
454-72. Union Depot, Worcester, Ms,, 514.
U. S. Armory, Springfield, Ms., 114, 124-5.
Villa of D. b. Mills, Millbrae, Cal., 492.
Williamsburg Savings Bank, Brooklyn, 92.

INDEX OF PLACES.

Ixiii

GBOGKAPHICAL MISCELLANY.

Adirondack Wilderness, 186-7, 587. Adrian-
ople Plains, Tur., 48a. Black Forest, Ger.,
481. Blue Grass Region of Ky., 224-7,
132-3. Brooklyn Bridge, 36-9. Brooklyn
Navy Yard, 88, 346. Cape May, 593. Cat
Hole Pass, Ct., 137. Crawford's Cave,
Ky., 228. Croton Reservoir, N. Y., 70,
95. Desert of Despair, 571, Devil's Hole,
Bermuda, 360. Flume, N. H., 61, 576.
Forest of Dean, 540, (198). Forks of the
Kennebec, Me., 573-4. Forty Mile Bush,
N. Z., 568. Forty Mile Desert of Nevada,
476. Furca Pass, 532. Great American
Desert, 477. Great Plains of Utah, 475.
Hanging Rocks of Newport, loS. High
Bridge on the Harlem, 70-72, 583. Holborn
Viaduct, 554. Hoosac Tunnel, Ms., 191,
194, 488. Horse Shoe Curve, 496. Hudson
River Tunnel, 433. Kittery Navy Yard, 101,
246. Laramie Plains, 478. Lewlstown Nar-
rows, Pa., 496. Lumy Cavern, Va., 34S,
381-3. Mammoth Cave, 231-2, 381-2. Man-
awatu Gorge, N. Z., 568. Meeling Pass,
573. Middlesex Notch, Vt., 578. Milldam,
Boston, 106. Norambega, 279. Northern
Maine Wilderness, 575. Obelisk of Alex-
andria, 465. Ottawa Long Soult Rapids,
338. Ovens, Mt. Desert, 279. Ox Bow of
the Conn., 120. Pack Saddle of the Cone-
maugh, 496. Paulus Hook, N. J., 168.
Red Desert of Wyoming, 477. Royal Dock-
yard at Bermuda, 3 58. Shades of Death,
Va., 243. Stony Rises, 561. Streatham,
Plains, 561. Weka Pass, 568-9. West Shore
Tunnel, 589. Weyer's Cave, Va., 382. Will-
iams Monument at Lake George, 185.

CYCUNG CLVBS.

•Subscribers to book are marked thus (•).

Adrian, 785. i&>lu5, 769, 777. Akron,
784. Albany, 679, 770. Albert, 793. Alle-
ghany Co., 772. Allston, 766. Alpha, 778.
Amateur, 792. Amherst Coll., 113. Anfield,
553, 557-8. Ann Arbor, 785. Ararat, 561.
•Arid, 775, 789. Atalanta, 777. Auburn, 785.
Auckland, 794. Augusta, 783. Avondale, 784.
Ballatat, 561, 793. •Baltimore, 781. Bay
City, 7S9. Batavia, 770. Bath, 544. Beaver
Valley, 515, 778. •Bedford, 97, 586, 770,
775. Belleville, 325, 793. Belsize, 531-2, 541-
a, 791. Berkshire Co., 768. Binghamton,
318, 308, 770L Birmingham, 783. BirchfieM,

790. Bloomington, 786. Bordelais, 56a.
Boocobel, 768. Boston, 25, 105-6, 109, 504-5,
514, 516-18, 523, 525-6, 615, 656, 679, 766,
793. Brighton, 784. Brisbane, 793. Brix-
ton, 554. Bromley, 554. Brooklyn, 97, 586,
77O1 775- Brunswick, 777. Buckeye, 784.
Buffalo, 771. Calais, 765. California, 789.
Cambridge Univ., 544, 791. Camden, 776.
Canandaigna, 773. Canonbury, 543, 554,

791. Canton, 778, 784. Cape Town, bc^^.
Capitol, 348, 376, 515, 590, 652, 782. Carl-
ton, 561-2, Carmi, 786. Cazenovia, 336,
772. Centaur, 543, 789. Chambersburg, 778.
Champion City, 345, 7H5. Chailestown, 767.
Charlotte, 782. Chatham, 772. Chelsea, 679,
767. Chemeketa, 788. Cheshire, 769. Chey-
enne, 7S8. Chicago, 225, 396, 320, 519, 529,
573. 679, 786. Chrisichurch, 567, 653, 794.
Cincinnati, 224, 784. •Citizens, 96-7, 523,
586, 6i2, 773. City, 563, 767. Clarence, 544.
Clarion, 778. Clearfield, 778. Cleveland,
326, 660, 784. Cohoes, 772. Coldwater, 7)^5.
College Hill, 784. Colorado, 788. Colum-
bia, 776, 778, 783. Columbus, 782. Connect-
icut, 769. Cornell Univ., 772. Cornetia, 770.
Corning, 772. •Cortlandt, 775. Coventry,

790. Crescent, 783. Dakota, 788. D;.n-
bury, 769. Dayton, 784. Delaware, 775.
Derby, 769. Detroit, 311, 322, 505, 785.
Dorchester, 527. Druid, 781. Dunkuk, 772.
Eaglehawk-United, 793. East Saginaw,
785. Elgin, 786. Elizabeth, 164, 660, 776.
Elmira, 772. Elyria, 784. Emporia, 788.
Essex, 164, 777. Eureka, 793. Eurota, 787.
Facile, 156. Fall River, 767. Falls City, 783.
Faribault, 787. Fitchburg, 767. Florence,
767. Forest, 789. Ft. Schuyler, 776. Ft,
Wayne, 786. Fostoria, 784. Frisco, 787.
Galveston, 783. Garden City, 493, 789. Ger-
mantown, 779. Glen, 776. Goderich, 789.
Golden City, 789. Greenfield, 767. Green-
wich, 772. Hackensack, 776. Hagarstown,
782. Hamilton, 789, 793. Harlem, 96, 586,
772, 774. Harrisburg, 779. Haverford Coll.,
779. Haverhill, 767. Haverstock, 538-41,

791. Heights, 97, 770. Helena, 788. Hen-
derson, 783. Hermes, 529. Hobart, 563.
Holyoke, 767. •Hudson, 772. Hudson Co.,
776. Huntingdon, 779. Indiana, 785. Indian-
apolis, 786. Indiannia, 787. •Ixion, 96-7,
164, 197, 524, 586, 667, 774. Jackson, 785.
Jamestown, 773. Junior, 377, 781, Kankakee,
787. Kansas City, 787. Kennebec Co., 765.

Ixiv

TEN THOUSAND MILES ON A BICYCLE.

Rent, 790. Kenton, 7S3. Kentucky, 783.
Keystone, 780. •King's Co., 97, 586, 770.
Kingston, 789. Kiswaukee, 786. La Crosse,
787. La Fayette, 781, 786. Lafayette Coll.,
i73i ^- Lancaster, 779. Laramie, 788.
Lawrence, 514, 660, 768, 78S. Lehigh Univ.,
780. Leroy, 772. Lexington, 783. Liverpool
Cycle Buglers', 791. Lombard, 694. Lon-
don, 533, 544, 56S, 79t. London Scottish, 553.
Long Island, 97, 586, 771. Louisville, 527,
783. Lowell, 517,768. Macon, 782. Madison
Co., 787. Maiden, 768. Manchester, 500,
766. Manhattan, 187. Mansfield, 779. Mar-
blehead, 76S. Marniion, 563, 794. Mary-
land, 590, 652, 7S1. ^Massachusetts, 105-6,
113, 258, 279, 504, 508. 5«» S«7. 679, 767, 774.
Massillon, 785. Mauch Chunk, 779. Me-
dina Co., 785. Melbounie, 558-9, 561-3, 706,
793. Memphis, 783. Mercury, 772, 785, 7S7.
Merid^n, 128, 138, 769. Merrimac, 768.
Metropolitan of Iowa, 787. Middlesex, 554,
567. Middletown, 769, 77a. •Milford, 768.
Millbury, 76S. Millville, 777. Milwaukee,
519,767. Missouri, 7S7. Monmouth Co., 778.
Montclair, 777. Montgomery, 783. Montreal,
330, 504, 790. •Montrose, 779. Morris, 776.7.
Mountain, 779. Nacionel, 790. Nashua,
508,766. Nashville, 783. New Britain, 770.
Newburg, 772. New Haven, 660, 770. New
Jersey, 777-8. New London Co., 770. New
Orleans, 500, 783. •New York, 24, 96, 504,
586-7, 772-3. Niagara Falls, 775. Nobles-
ville, 786. Nonantum, 768. Normamby,
793. Norristown, 779. North Adelaide, 793.
Northampton, 127, 76S. North Ix)ndon, 534,
S43f 79^' North Otago, 794. North Road,
557. Oakland, 492, 789. Old Dominion, 783.
Olean, 775. Omaha, 788. Orange, 509, 530,
725, 768, 776-7. Oregon, 788. Oskaloosa,
787. Oswego, 775. Ottawa, 327, 330, 789.
Ottumwa, 787. •Ovid, 660, 785. Owl, 529,
776. Oxford Univ., 568. Pahquioque, 769.
Park City, 783. Passaic Co., 778. Paw-
tucket, 769. Penn City, 500. •Pennsylva-
nia, 589, 65a, 780. Peoria, 783, 787. Pequon-
nock, 769. Perth Amboy, 777. •Philadel-
phia, 589, 652, 779. Pickwick, 567. Pilot,

793. Pine Tree, 765. Pioneer, 567, 569,

794. Port Elgin, 315, 789. Portland, 359,
275, 766. Portsmouth, 785. Pottstown, 484,
780. Preston, 566. Princeton, 787. Prince-
ton Coll., 777. •Providence, 769. Ramblers,
787, 789, 793. Randolph, 315, 775. Read-

ing, 7S0. Redfem, 565. Rhode Island, 121.
Rochester, 775. Rockford, 787. Rocking-
ham, 766. Rockville, 770. Rome, 201, 700,
776. Roselle, 77S. Rovers, 784. Rush Co.,

786. •Rutland, 766. St. Catherine, 326.
St. Cloud, 787. St. John, 790, St. Louis^
487, 785. St. Louis Star, 787. St. Mary's,

789. St. Thomas, 314, 789. •Salem, 768.
Salt Lake, 7S8. Sandhurst, 562. San Fran-
Cisco, 4^9, 789. Saratoga, 776. Schenectady,
776, •Scranlon, 340, 780. Seaside, 78a.
Sefton and Dingle, 791. Simcoe, 789. Sit-
tingboume, 7^. Somerville, 768. Sparta,

787. •Springfield, 114-15, >49» 182,254,508,
524, 547. 661, 768, 793, 799. Stamford, 770.
Star, 315, 351, 766, 768, 782. Stoneham,
769. Surrey, 543, 547, 564. Susquehanna,
780. Swallows, 791. Sydney, 564, 793. SjTa-
cuse, 776. Tasmanian, 563. Taunton, 769.
Temple, 547. Terre Haute, 786. Thoni-
dike, 766. Titusville, 781. Toledo, 785. To-
ronto, 31 9-3o, 789. Tremont, 517, 767. Tren-
ton, 778. Troy, 776. Trumbull, 785. Truro,

790. Turin, 700. Tuskegee, 783. Unadilla,
772. Valley, 785. Valley City, 785. Ver-
mont, 766. Vernon, 772, 785. Victor, 779,
783. Victoria, 560. Waitcmata, 794. Wake-
field, 769. Walden, 776. Wanderers, 789.
Wappingers, 776. Warmambool, 559, 794.
Washington, 374, 782. Waterbury, 770.
•Weedsport, 776. Wellington, 794. Wells-
boro, 781. Wes'.boro, 769. Westminster, 78a.
West Point, 783. Weymouth, 769. Wheel-
ing, 78a. Whirling, 781. Wilkesbarre, 781.
Williainsport, 781. Wilmington, 782. Winni-
peg* 790- Winona, 787. •Wood River, 788.
Woodstock, 789. Woodstown, 778. Wor-
cester, 769. Woronoco, 769. Xenia, 785.
Yale, 660, 770. Young^own, 785. Zane»-
ville, 785.

CBMETERIBS.

Greenfield, L. I., 152. Greenwood, L. L,
90, 469. Machpelah, N. J., 84, 589. Mt.
Aubuni, Ms., 103. National, Pa., 384'$'
Pine Hill, Ms., lao. Sleepy Hollow, N. V.,
76. Woodlands, Pa., 390. Woodlawn, N.Y.,
7«i «38» 583.

CANALS.

Chesapeake & Ohio, 12, 39, 32, 39, 51 > 339-
345. Conn. River, 180. Delaware & Hud-
son, 44. 1S9, 340. Erie, 8, 28, 32, 57, 197-
308, 316-17, 488. Juniata, 496. Morris, 173,
307. Raritan, 167, 173. Susquehanna, 377-8.

INDEX OF PERSONS.

IXT

TteB fonowing list is dengned to give the family name of every pencm mentioned id this
book, and also of many who are alhided to without being named. References to such allusions
are cadoasd in parenthesis. Quotation-marks cover pseudonyms and names of fictitious per>
•oWk The star (*) points to bi;thdays. The list contains 1476 names and 3126 references.

Ajoob, 177-S, 619-31, 614* 627, Ixxxiv. (604,
107. 7^)- Abbott, 556, $95. Abercrombie,
iS$. Ackerman, 404- Adam, 444, 568, 645,
684, 7201 Adams, 100, 113, 149, 177, 217,
»«. 33 »» 53S, 553-4, 557-«» M/- "Adoles-
cens," 500. **iEacas," 305. "Agonisles,"
690. Ahem, 5J2. Albert-£dward, 469*7 <•
Albone, 557-S. Albutt, 645. Aldrich, 431.
Afexander, jji. "Alsamon," 641. Allan,
S92. Albn, 15 f, 186, 339, 34S, 554. 674. 6H8.
AUey, 627, 657. Aim, •6aS. "Amaryllis,"
443. Amss, 134. Amhent, ta;, 185. Amis,
610. Amm^n, 35a. "Ananias," 349, 495.
Anderson (232X And:rton, 537. Andr^, 76,
80. i6> Andrews, 645. App, 500. Apple-
ton, 65, 81, 87, 96, 100, 155, 198, 431, 434.
411-13, TCKX Applsyard, 4, 554, 557. Archi-
bald, 470* Aristides, 718. Arming, 564.
Armstrong, 466. Arnold, 15, 169, 30}, 728.
"'Arry," 641. Ash, 564. Ashby, 347. 348.
Ashmead, 646. "Asmodsus," 14. Atkins,
«»».6SS. 677. Atkinson, 645, 693. Atwater,
teS (180, 423, 722-3). Aub:, 458. Aurelius,
466. Austin, •ftaS. Aiiten,668. Auty, 644-
Avery. 674. Aycrs, ♦518-9, SJ«, 594. •627-8.
675. 7i6(^>jX

"Baby," 553, 558. Bacon, 173. Baedeker,
893, 640. Bagg, 183, 201, 209-10, 610 (f3o-T,
733-3X Bagot, 560, 696. Bailsy,493- Baird,
f6o, 668 (630). Baker, •4S7. Baldwin, 3S4,
578, 5S2, 609, 658 (395). Bale, 696. Ball,
554. Ballantyne, 635. Bancroft (23, 406,
736). Baney, 610. Bannard (2). Baquie,
6*8. Bar, 607. "Bard," 506. Bardeen,
(213). Bardw^ll, 610. Barkman, ^530, 584-5,
597» 6»5t 655, 677. Barlow, 561. Barnard,
631. Barnes, 323, 600, 635, *668-9. Bamett,
»J5f 245. 6o> Barrett, 609. Barrick, 376.
Barrow, 553, 689. Barthol, 551-2. Bartlett,
*386, 62S. Barton, 201, 210-11. Bartram,
S6«>645(369X Ba8hall,6|5. '* Basil," 215-16,
(437-8). Bas3one, 700. Bason, 562. Bassett,
•$35, ^637, 663-5, 675 (603, 639-30, 704, 711).
Baatian, 500. Bates, 314, 3>9-3o, *so5, 610,
6sff , 636, 639, 633 , 657 (311, 673). Batchelder,
S7S» ^76>7. Bat^hman, 244. Baxter, soi,
6eo,6s7- Bayley,63S. Bayliss, 546. Beach,

77, 188. Beal, •doS. Beasley, 599. Beaaley,

553. Beck, 554. Beckers, 575. Beckwith,
•627,666-7,675(633). Beddo,(233). Becbe,
609. Beecher, 403. Beers, 99, 108, 136, 177,
187, 4G6, 577, 701 (737, 733). Beekman, 585.
Bcgg, 635. Bell, •529, 553. Belcher, 658.
Benassii, 698. Benjamin, 355, 483, 66t. Ben-
nett, 492, 561, 627. Benson, 530. Bcntley,
499 (>3i)< Benton, 510. Bemhard, 154.
Bemiyer, 698. Bettison, 530. " Bibliopil,"
699. Bidwell, 96, 586, 574, 627-S. Bien,
174-5. Biederman, 661. Bigelow, 523,*657.
Biglin (36S-9). Bingham, 645, 651, 70a
Binns, 4S3, '543. Bird, 393. Bishop, 431,
559. 563-4. 652, 728. Bittenger, 643. Black,
561. Blackball, 635. Dlackham,6s8. Black-
well, 542, 554. Blacqne, 83. Blaine. (726).
Blake, •628. Blanchard, 646. Blatchford,
113. Blcy, •493. Blyth, 658. Blythe, 635.
Bogardus, 493. Bolton, 548, 6S3. Bonami,
69S. "Bones," 431. Bonnell, 62S. Booth,
493. 632. Borrow, 4)6. Bosworth, 658.
Bouchette, 331. Bouchisr, 562. Boiiidon,

554. Boustcd, 634. Bowen, 221-2, 563, 588,
677. Bowles, 115, '546. Bowman, 158, 492.
Braddock, 243. Bradford (463, 607X Brad-
ley, 254, 579- Bradney, 645. Brady, 174.
Bragg, 228. Brevoort, 611. Brewster, 370,
591,627,643,657. Bridgman, •ssi, Brierlcy,
330, 634-5, ^669. Briggs, 119, 559, 563.
Brigham, 114. Bristed, •727. Bristol, 658.
Broadbent, 562. Brock, 382, 545. Brockett,
177. Brooke, 609, 645. Brooks, 679 (412).
Bromley, 176. Brown, 141, 170, 177, 185,
384, 471. •537, 543. 553, 557, 600, 627, 6S0.
" Brown," 92, 499, 502, 605, 718. Browning,
655. Bruce, 470, *62S. Brunelleschi, 429.
Bryan, 700. Bryant, 3 16, 667, 700. Bryson,
645- "Bucephale," 238, 242. Buchanan,
686. Buckingham, 555 (363). Budds, 565.
Buell, 228,658(121, 181, 191, 197). Buik,645.
"BuflF," 424. Bull, 221, 222, "402," 587,
5S8, 591, 627, 677 (215, 217). Bullinger, 100.
Bunce, 700. Btinner (36, 44, 246, 727). Bur-
bank, 16, III, 506, 673, 677. Burchard (460).
Burgoyne, 127, 186. Burke, 737. Bum, 645,
652, 665, 695. Burnett, 645. Bumham, 530,

Ixvi

TEN THOUSAND MILES ON A BICYCLE.

675, 693. Burr, 157. Burrill, 617. Bars-
ton, 55S-9, 560. Burt, 63a. Bury, 647, 6S7.
Busby, 598. Butcher, 1 14, 127, 135, 147* 32o>
3"»374, 500. 506-S, 511, 517, 5»9-ai, 524,526,
528-30 (714). Butler, 208, 517, 554, 627.
Buzzard, 560. " Byng," 428. Byrou (1, 224).
Cable, 331. Calddeugh, 645. Callahan,
493. Callan, '545. Callander, 553. CaWer-
Icyi 34, 4^, 47>' Calvert, 560. Cameron,
iv. Campbell, 127, 330, 488. Campling, 537.
Canary, 47, 133, 693. Candleman, 383. Can-
field, 2 15. Candy, *628. Cann, 547. Caples,
492. Carl, 101. Carley, 610. Camun, 326.
Carney, 573. Carpenter, 643. Carroll, 631.
Carter, 144, 384, 560. Carver (259, 274, 286).
Cary, 542, 681, 731. Case, 73, 583, 646. Cas-
•6)1,687. Castiglione, 280. Catherwood, 657.
" Cerberus," 458. Chadwick, 158. Chamard,
628. Chambers, 652, 675. Cbampe, 169.
Champlain, 1S5. Chandler, 128, 370, 673
(25, 261). Chase, 628, 658. Chapin (464).
Chatfield (405). Chatham, 444. Chickerlng,
322. Child, 577. Childs, 389. Chinn, 112,
655,677(258,281). Christopher, 646. Chubb,
315. Church, 524 (726). Churchill, 656, 663,
672, 678-9,(428.). Cist, 352. Clapp, 627, 727.
Clare, 331. Cbrk, 132, 589, 610, 627, 643
(475)- Clarke, 244, 560, 570, 581, 628, 678-9
(168,727). Clay, 243, 342. Clegg, 689. Clem-
ens (i v., 356, 640). " Clericus," 688. Qeve-
land (547, 726). Close, 645. Cobb, 106, 109,
646. Coddington, 631. Coe, 114. Coffee,
668. Coffin, 628. Cole, 559, 650. Coleman,
646. Coles, 610. Coleridge, 14, 280. Col-
lamer, 590, 627. Collins, *i28, 138, 315, 668-9,
683. Colombo, 61 f. Coh, 464. Colion, 99,

"3. »49, 158. «77. «87, a93, 3ai, 3Sa. 575i
577-9, 58 1, 590. Columbus, 429 (3). Colvin,
211. "Com us," 706. "Condor," 506. Conk-
Hng, 643. Conway, 553, 557. Cook, 159, 174,
3»6, •493. 553, 609, 645, 675, 687. Cooper,
«7o, 553, 555, 5'^, 645, 686. Copland, 564,
696 Corbin, 137, 658. Corcoran (422). Cor-
dingley, 686, 690-1. Corey, 321, •627, •679.
Comwallis, 169, 186, 238. Corson, 22, ^52 5,
577, 655, •670-1 (257, 267, 269-71). Cortis,
4, 6S4. Coselino, 493. Costentenus, 239.
Coster, 635. Cotterell, 644. Coventry, 683.
Couch, 645. Courtney, 519, 543, 645. Cous-
ens, 645. Couser, •197. Cow.in, 324. Cowen,
490. Cowles(42i). Cowper,4o6. Cox, 320,
J5», 538, 560-1. Coy (400). Craft, 118, 579,
|8a Craigte, 645. Craigin, 488. Cramer,

501. Crane, 67a "Crapaud," 141. "Cia-
poo," 141. Crawford, 228, 59a Crawshay,

645. Cripps,675. Crist, 675. Crocker, 61a
Croll, 559. Crooke,553,S57. "Crookshanks,"
489. "Crorcroran," 42a. Crosby, 609. Cross-
man, 376. Cruger, 194. "Cruncher," 41a
"Crusoe," V. "Cuff," 506. Cummiogs, 627.
Cunard, 59s. Cunningham, aai, 503, 517,
5*3, 653, 656, 666-7, 7i2« Cupples, 112, 113,
655. "Curl," 407-25. Currier, iia. Cur-
tain, 491. Curtin, 645. Curtis, 519. Cutten,
567.

" Daggeroni," 439, 439- Dagucrre, 431
Dalton, *504, 655, 674- Dana, 403. Daniel,
553, 558- Daniels, 407. Dante, 429. Dar-
nell, *244, 496, 589. Davies, 645. Davis,
«7, 403, 563, 698. Day, 127, 281, •sw, 557,
5S1, 658 (258, 272, 277). Dean, 325, 526, 60a,
663-5 (7'9)- Dear (379). De Baroncelli, 645,
651, 688, •698-9. "De Bogus," 429, 439-
De Civry, 552-3, 697, 699. Decrow, 133.
" Dedlock," 466. De Forest (45a, 724, rayX
Defoe (v.). De Garmo, 400. De Gline, 700.
De Ligne, 645. Delisle, 611. Delnionico,
611. " De MoIIetts," 4^9, 439- Demosthenes,
457, 724- "Densdeth," 429. Derrington,

646. De Senana>ur, 468. Destree, 561. De
Villers, 699. Dickens, 349, 466, 728 (354, 4«o.
724). Dickinson, 90, 344, 51a. " Dido," 30$.
Diederich, 679. Dieskau, 185. Dignam, 669.
Dimock, 293 (274, 2S6). Dinsmore, 666.
Diogenes, 14. Disraeli (724). Dixoo, 493.
Dodge, 610, 657. Donly, 330, 598, •634, 655,
669,677. Doolittle,*3i9, •634. Dorion, 336.
Dorr, 366-7. DouUeday, 352,385. Doughty,
154. Douglass, 330, 390. Downey, 389,
61a Dowling, •sai. Downs, 658. Draper,
43 <, 470. Draucker, 609. Dray, 646, 651.
"Dreeme," 429, 431, 438-41- Drew, 501,
507, 512. Drullard, 573. Drummond, 646.
Drury, 688. Drysdale, 356. Dubob, •6a7,
697, 699. Ducker, •524, •561, 580, 615, 631,
655, 661-2, 675, 693, 710. Duncan, 552, 558.
687, 697, •699. Dunn, 625, 627-8. Dunsford,
567. Durrant, 687. Duryea, 388, Duy-
ckinck, 434. 439- Dwight, 127.

Bager, 634. Eakin, 669. Eakins, 330-1,
634. Early, 347. Eastman, 577. Easton,
639. Eddy, 327. Edlin, 4. Edward, 223.
Edwards, 499, 564, 645. 695, 696 (706),
Efendi, 481. Egali, 481. Egan, 667 (154).
Egleston, 578. Ehrlich, 217. Eldred, 114,
•377, 378. • " EUas," 679, Elixabeth, 453-

INDEX OF PERSONS.

Ixvii

£!ffler, 603. Elwcll, •sso, 573, 574, •ea?
(»S7, 269. 3S3-4, 358, 3621 36s. 3WJ-70)- E'/,
187, 526» 643, 660 (3S6). Emerson, 731, 733.
EmpsGn,56o. Engleheart, 553. EngUsli>6io,
646,675. Enslow, 351. Eutler, 610. Erics-
toD, 593. Ernberg, 3S9. Emst, 697. Ers-
kine. 6S4. Ethcringtou, $24, *546-S, 648, 6S5,
*689, 693-3. Euripides, 466. Evans, 2x1,
3»-». 334, 37S, 609, 645, 669 (385). Evans,
724(464)> Everest, •bsS. Everett (179, 189,
Z91). Kverts, 581. EwcU, 347.

"Fied," 534, 543, 55«. 641, 643,647. Fair,
.553. FairfieJd (109, 714). Falconer, 555, 686.
Faraday, 403. Farnsworth, 559. Fair, 527.
Fanan, 685. Farrar, 575,645. Farrell, 597,
6a8. Farrington, 517,645. Favre,69S. Feldt-
mann, 645. Fell, 553, 628. Fenoglio, 70a
Fenirick, 635. Ferguson, 62S. Ferris, 470.
FesBenden, 323. Field, 80. Fields, 15. Fink-
Icr, ^ 492. Fish (2;6). Fisher, 345, 660.
Fisk,448. Fiske,«ii3,i42,*522. Fitton,566.
567. Flaglor, 475. Flei2,6i2. Fleming, 245,
$00,657. Fletcher, 553, 556-7,646. Florence,
344* Floyd (214). Folger, 370. Fontaine,
284, 523. Foote, 559. Force, 352. Fortner,
558. Foster, 93, 513, 635, 655. •667, 674,
679, Foiilkes, 56a. Fourdrinier, 663, •665.
Fowler (224). Fox, 636, 688^, 693 (474).
Franklin, 386, 70a. Fraser, 329, 553. Frazer,
J3'i 645. Freer, aoi. Fremont, 421. Fri-
bttig, J29. Fuller, 574, 645 (410), Fumivall,
675. Fussell, 685. Fyffc, 560.

Gadd, 645. Gade, 570. Gaines, c r. , 379.
Ganage(464). Gambitz, 494. Gamble, 553,
55& Gambrinus, 612. Garfield, 93, 724.
Garrard, '698. Garrett, 282, 688. Garrison
(708X Gates, 1 1 8-9, 183, 186, 579, 587.
Gault, 560-1. Gcbert, 6^. Geddes, 559-60.
"Gce8ee,"28i. Genslinger, •670. George,
**7i S^i, 5^4> Getty, 610. Gibb, 645.
Gibbes,66& Gibbs.sst, 367. Gibbons, 691.
Gibion, 489, 493, 625. Gifford, 658. Gil-
bert, 562 (465). Gill, 137, 560, 683. Gilman,
>36. y*3. 507, 57^* •6j7, 643, 663-4, 666. Gil-
^^t 347- Gimblette, 646. Giotto, 429.
Glen, 650. Gnaedinger, 634. Goddard, 402-3,
673.688. Godet, 355. Gostze, 21. Golder,
$5i< Goldsmith (iv.). Goodman, 326, 615,
^S, 655, 675. Goodnow, •527. Goodwin,
1»» •535-7, 543. 553-4, 558. Gordon, 244,
3». Gorman, 244. GormulIy,683. Gomall,
696. Gorringe, 465. Gorton, 546. Gossett,
5H- Gould, 79. Gowdy» 527. Goy, 688.

Goyne, 562. Grace, 96. Gracey,653. Grant,
465, 724-5, 729, 73«. Graves, 114, 119. 3*4,
530,627. Gray, 561. Greatrix, 325. Greeley,
AVh 727- Green, 138, 621, 646. Greene,
327, 352. Grecnsidcs, 561. Gregory, 348,
564. GrifEn, 646, 683, 6S5, 689, 690. Griffith
(384). Griggs, 609. Grimes, 581. Groom,
645. Grout, 545. Guemey, 553. Gulick,
•627, Gumey, 644. Guy, 552.

"Hal," 618. Hale, 731. Hall, 75, 236,
560 U^O. Hallam, 559, 563-4. Haisall, 657.
Hamel, 330. Hamerion, 309, 446, 468-9, 731
(722). Hamlin (202, 727). Hamilton, 658,
675,687. Hand, 340. Handford, 560. Han-
Ion, 403. Hansman, 348-9. Harding, 127,
187-8. •• Hardrider," 506. Harman, 554.
Harper. 158, 242, 355, 390-«f 402-4, 475. 4«3i
700. Harrington, 41. Harris, 164, 627-8,
643. 645 (v., 24, 321, 380). Harrison, 328,
553* 5631 663-4. Harrod, 236. Harston, 560.
Hart, 526, 589, 620, 645, 655, •660, 674, 678.
Haslctt, *638. Haskell (733). Hathaway,
6a8 (259). Hawley, 658. Hay, 645, 695.
Hayes, 236, 322, 539, •540. 543. S8i, •627.
Haynes, 217, 546, 625. Hazleton, 559-60.
Hazlett, 114, 121, U*), 244, 3»4, 506, 5»3-M,
518, 67s (102, 179, 673). Heald, 154. Heard,
645, 679. Heath, 503, 628, 685, 656. Heck-
man (2S9X " Hcep," 424-5. Helraer, 216.
Hemmenway, •517. Hendee, 629, 675, 693
(123, 254)* Hepinstall, 314, 319. Herbert,
645. Hernu, 546, 555. Herrick, 472 (195,
295). Herring, 597. Hesketh, 645. Hether-
ington, 330. Heymer, 574. Hibbard, 598,
627, 655, 679. Hicks, 528-9. Hipgins, 336
(239) High, 351, 484, Vs. 498, 552, 589-90.
675. Higinbotham, 529. Hildebrand, 645.
Hill, III, 153, 401, 500, 627. Hillier, 547-8,
643, 6S6-7, 689-90, 692-3, 694. Hills, 557,
639,645. Hinchcliife, 645. Hitchcock, 675.
"Hoad," 398, 400-1. Hoadley, 400. Hodges,
664,674,704(67-18). Hodgin8,695. Hodg-
man, 562. Hoffman, 333. Hoff master, an.
Hogg, 628, 645, 649, 695. Holcombe. 323-4-
Holland, 513, 527, 5S1, 728. HoUister, 492.
Holmes, 645. Holt, 429, 439(703). Holton,
610. Homer, 390, 430. Hooker, 347. Hope,
560. Horsman, 100. Houghton, 386, 402,
504, 658. Housser, 635. Hovey, 201. How-
ard, 127, 348, 453, 542, 5«9, •550, 666-7, 681-2,
(198,320,659). Howell, 675. Howells, 215,
428. Howland, *656-7 (659). Howitt, 404.
Hubbard, 482, 696. Hudson, 185. Hughes,

bcviii TEN THOUSAND MILES ON A BICYCLE.

S53i 64S> Hugo, 439. Hull, 539. Hume,
561, 565. Humphrey, 352. Hunt, 222 (304)-
Hunter, *670, 675. Huntingdon, 677. Hunt-
ington, 582, 625, 628. Huntley, 675. Hunts-
man, 557. Hurd, 402. Hurlbert (431, 44X1
463, 720-1).

lUlBgworth, 64s. Imboden, 347. Ingall,
S99> 645. Inwards, 6S9. Iliife, 548, 550,
648, 684-S7, 689-92, 694. Irons, 646. Irving,
79. Irnk-in, 559, •6aS. " Isabel," 215-6
(427-8). Ives, 67S- " Ixion," 508, 673, 688.
"Jack," 4«o-a5- Jackson, 347, 643.
Jacques, 698. Jacquin, 611. Jacquot, 651,
699. Jaman, 347. James, 432, 545. Jarrold,
683. Jarvis, •486. Jefferaon, 339, 351, 435.
Jeffery, 683. Jeffries, 546. Jenkins, •187,
•3a7i 330, 559i 567-8. ^627, 635, •666-8, 677
(617, 619, 704-8). Johnson, 185, 323, 347, 35»»
408, 4a7» 4361 470, 508, 513, 5S8, 625, •628,
643. 645. 677, 679, 765 (161). Johnston, 470,
634. "Jonathan," 402. Jones, 69, 283-4,
538. •539. 627, 645, 684, 719 (36S). Joshua,
733' JosHn, •197 (2a, 107, 171). Joy, 560.
Judd, 582, 685, *689, 692. *' Juggernaut,"
444. Jumel, 72. " Jupiter," 688.

Kam, ^34. Kattell, 218. Keam, 562.
Keefe, 561, 565. Keen, 547, 686. Kehh.
Falconer* 555- KeMogR. 493- Kelly, 690
(706). Kftmble, 728. Kemmann, 697. Ken-
daD, 112, 526, •627, 675, 686, Kendrick,
f 8s. Kenworthy, 645. Kerr, 598. Kerrow,
553. Kershaw, 526. Ketcham,*i97. Kider-
Ic^t 553- Killits, 349. Kinch, 588, 658.
King, 1 13, X26-7, 672, 698. Kirkpatrick, •627,
677. Kirkwood, 575. Klugc, 675. Knapp,
67s. Knight, 562, 64s, 688. Knowlton, 336.
Kno;K, ^628, 658. Knox-Holntes, 645. Koch,
$54. Kohont, 553. Kolp, •340. Kostovitx,
48r, 551. Kron, 23, 48, 63, 279, 326, 367.
526, 671, 679, 706, 720. Knag, 523. Kurtz,
668. Kusel, •524.

Ladlsh, 671. Lafon, 156. Laing, 645.
Laird, 628. Lakin, 378, 508, 526-8. Lalle-
reent, 139-42, 394. Lamb, 114, 434. Lam-
son, 17, 22, 4«. 45. 6«6, 714 (260.1, 269,
S73). Landy, 675. Lane, 330 (399). Lang,
686, 722. Langdown, *569. Langer, 697.
I^ngley, •sso, 635 (319). Lansdown, 327.
Lansing, 656. Larette, 693. Larkin, 127.
Lathrop, 127. Lawford, 504. Lawrence,
93i*95' Lawton,*627. Lazare,666. "Lean-
der," a 16. Lee, 558, 679. Leeson, 645.
Leete, 132. L^ger, 699. Lennox, s54-5f 645,

686. 1^0(714). Leonard, 6o> Leslie, 323.
Lester, 559. Letts, 681-2. Leweliyo, 55^
Lewis, 7, •524, 628, 631, 652, 696 (463X
Lillibridge, 128, 57S. Lincoln, 127, 422, 447,
465f 724-5- L»n«. 554. Lippincott, i, 168, 658*
702. Lister, 560. Little, 471, 561, 68a
Livingston, 594, 627 (714). Lloyd, 151, 553.
Locket, 645. Logan, 609, 645. Long, 560.
Longfellow, 430. Longman, 687. Lcng-
streth, 618. Loomis, 527. Lord, 237. Loid-
ing, 561. Leasing, 700. Louis (24). Lovci^
ing, 525, 679. Low, 523, 548, 659, 6S9, •690.
Lowiy, 569. Luke, 645. Lyne, 566, 696.,
Lsron, 218. Lynns, 470.

MacavUy, ^527. McBride, 319, 634.
McCall, 378. McCandlitth, 548, 689, •691X
McCann, 527. McCaw, 326. McOcilaa
(422). McClintock, 680. McClure, 515,656,
65S (702). McCbok, 228. McCormack, 523.
McCray, 655. McDonnell, 128, 138, 149,
237. «48p 325. 388, 484, 508-13, 5»5-»7, 5«9-a«W
5*4. 527-30, 553. 569. 575. 7«4. McGarrett,
114,631. "McGillicuddy," 433. MacGowaa,
>97, 579. Mclnturff (345, 383). McKee,
41. McKenzie, 660. Mackey, 100. Mo-
Maniis, 611. McMaster, 186. McMillan,
587. McNathan, 67a McNeil, 582. Mo-
Nicoll, 598. MacOwen, 619, 674. Macown,
325. McRae, 652. Macredy, 640, 645, 65a,
695. McTigue, 315. Mac William, 548, 689,
693. Maddox, 645. Mahan,35i. "Mahlier,"
422. "Major," 658. Manny, 666. Marcfae*
gay, 698. "Maigery," 506. Markham, 223.
Marriott, 553-5, 557, 646, 685. Marsden, 627.
Marsha], 578. Marston, 659. Martin, 281,
564, 652. Marvin, *66o, 675, 687. Mason,
>». 323. 523. SS9>6o, 645. 681-2. Mathews
(438, 457-6 1 )■ Malheys,245. Matthews, 500,
587. Maveety, 323. Maxwell, 245, 50a
May, 567. Maynard, 610. Mayor, 553.
Mead, 164, *5o9. Meagher (422). Meeker,
493. Menzies, 686. Mercer, 553, 557, 606.
Merrill, 198, 401, 476, *492* 609. Mershon,
678. Meyer, 547, 645- Meyers, 668, 67S-ft.
MIdgely, iii, •513, 515 (258, 274, 276-7,379).
Miles, 672. Miller, 244, 561, '627, 634, 643,
655. *75. 679 (338, 630). Milner, 542-3, 599.
Mills, 492, 553, 555-8, 645, 686 (v., 338, 630).
Mitchell, 645. Mobley, 242. Moigno, 698.
Monk, 645. Monod, 400-a. Montcalm, 185.
Moody, 560, 652. Moore, 172, a 10, say, 535,
548, 554-5. 685, 689, •690, 691-3 (729). Moor-
house, 557. <Moraii, 245. Morgarn, 499, 610.

INDEX OF PERSONS.

\x\x

Moli^re, 712. Morley, 645* Morrb, 645,
683. Moniaon, 177, 535^ 670, 693. Morse,
43«, 434. 470- Moftby, 347, 379- Moses, 733.
Mott, 470, 561. Mountfort, 567. Mudd, 637,
66& Mudge, 663-4> Munger, 3210, 675.
Mimroe, 19S, 61 5, 626, 627, 710 (24). Myers,
«45. 500. •590. 62S, •67S.

Nadal, 447-9 (444» 7*0- Nairn, 540, 551,
616,639-90,692-3. "Nauiicus," 6»4. Need-
ham, 564. Neibon, 675. Nelson, 660. Neu-
hofiEer, 562. Neve, 6S6. Newcastle, 470.
Newman, 186. Nicholson, 175. Ninimo,
560. NUb:c,69S. Nix, 553. Nixon, 554-6.
Noab, V. Noon, 153. Norris, 567, 610.
Northrup, 5S7. Nungesser, 83. Nunn,645.

(yBrlen,39i,6sS. " Octopus," 690. Og-
den, 193. Oliver, 627, 645, 666-7. Ollapod,
6)6. Olmsted, 93, 95, 335> O'Mara, 327.
0*Neil, 327. Ord, 645. O'Reilly, 657.
O'Rottrke, 171. Orr, 635. Osbom, 197.
Osbonie, 660. O^ood, 15, 293, 3S6, 504,
575. 577- Oiis, 674. Overman, 662-5, 676,
679. "Owl," 667. Oxborrow, 538, 553, 555.

Padman, 5-50-61. Page, 493-*4. 574» 57S,
589-90. Pagis, 651, 69S. Pagnioud, 699.
Psibter, S67-9L "Pakeha," 566, 569. Pal-
ii«y» 352, 3Sd. Palmer, 149, 5S9, 628, 6S7.
Pftngboni, 345- Paritschke, 697. Park, 678.
Parker, 105, 56a, 569, 610. Parmely, 579.
Pannenter, 48S. Parry, 793. Parsons, 127,
*5i6-i7, 616, ^627. Patch, 167, 2 15-16. Pater-
•on. S3'. 539-401 5«2, 6S1. Pattison, 645.
Patton,5<x>,*67o. Paul, "44a." 588. Payne,
634, 6SJ-3. Pcabody, 515. Peacock, 23.
Pean.5S3- Pearce,686. Peavey,576. Peck,
lOQ. Peirce,627. Pellecontre, 698. Pelton,
332. Pennell, 530, 6i6, 627, 655, 687. Percy,
loa Perham, •515, 573 (257, 277, 279).
Perigo, 100. *' Perker," 5 16, 567. Perkins,
61S, 645. Perreaux, 698. Peterkin, 645.
Peters, 290- ». 67a. Pettengill, 628, 799(375.
377). Pettce (260, 276). Petter, 645. Phelps,
16& PhOip, 6S2. Philiips, 20S, 379, *55o,
577. 639, 645, 646, 656, 658, 683 (258, 277).
Phtlpoc, 646, 65a Piatt, 527. Pierrepont
(464i Pick, 541. Pickering, 394. 400-5.
577, 693. Pickett, 386. " Pickwick," 280.
Pitcher, 327. Pitman, 523. Pittr444X Place,
513. "Podwinkle," 506. Polhill, 50a Polk,
660. Pool, 643. Pond, 346. Pope, 24, 106,
3a3-4» 474. 657-9, 664-5, 673. 675, 678, •680,
7oa-3» 711-14. Popovitz, 481. Porter, 122,
M$A '79. as* («73), J^ Post, •6a8.
S2fO

"Potiphar," 433- Potter, 584, •637. 643,
64s. 67s. •680 (630). Power, 176, 3 IS. Pow-
ell, 348, 645. Pratt, 106, III, 139, 147, •50s,
581, 615, 625-7, 643. 656-9. 663-4, 666-7, 669,
672, 675, 678, 688-9, 703 (a4, 619, 65S-9, 70a,
714). Preble, 610. Preecs, 567. Prcssey,
671. Prial, •666. Price, 307, 341, 646.
Prince, 470, 525, 675, 693. Proudfoot, 559.
Prout, 646. Putnam, 139, 625, 637. "Quashi-
boo," 444.

Baddiff e, 430. Raleigh, 571. Ra]l,*628.
Ralph, 154. Rand, 674. Ranken, 645.
Rankine, 698. Ray, 500. Read, 627. Reed,
370, 656, 65S. Reeves, 660. Regamey, 698.
Reidesel, 127. "Remus," v., 34, 38a Renan,
472. Rennert,6o>. Reve'.l, 249, 542-3. Rey-
nolds, 527-S, ^533, 553*4> 646, 696. Rhodes,
675. Rice, 564 (24, 35). Rich, 193, 675.
Richard, 698. Richards, *678. Richardson,
62, 63, 231, 646, 658, 6S5. Ridielieu, 459.
Rideing, 243. Rideout, *49o-i. Ridgway,
571. Ridley (310). Rielly, 327. Rifat, 48a.
Uigoley, 698. Ritchie, 172, 507, 511, 523.
Rittenger, 697. Roach, 316. Robbins, 645.
Roberts, 446, 468, 541. 543, 563-4, 599, 645-6,
6S7. Robinson, "44," 646, *' 719," Roche-
foucauld, 727. Rockwell, 609, 656, 663, 673,
67&-9. Roether, 315. Rogers, 3 18, 474, 575,
•628, 632, *67i. Rollins, 499. Ronaldson,
561. Rood, 197. Roorbach, 164(173). Roose-
velt, 657 (455). Root, 680. Ropes, 352.
"Rosalind," 439. Rose, 489. Rosenbluth,
395. Ross, 579, •627, 635. Rothe, •515.
Round, 687. Rousset, *553-3. Rowe, 543,
629,675. Roy, 330. Roylance, 646. Rucker,
646. Rugg, 565. Ruggles, 598. Rumney,
646. Rushworth, ^545. • Russell, 553, 696.
Rust, 138 (581). Rutter, 599, 646. Ryrie,
319.637-

Bage, i47> St. Germains, 470. Salsbury,
544. Sandham, 379, 348, 5»»-»a (258, 374).
Sargeant, 164. Saveall, 646. Savile, 646^
Sawtell, 377, 378. Sawyer, 679. Schaap,
628. Scherer, 628. Schmied, 697. Schu-
macher, 592. Schwalbach, 586. Scott, 414,
4»a, 5*7(393, 7a7>- Scribner, 346, 35a, 43».
SOf , 570, 655, 65S, 6S7. Scrutton, 646. Scud-
der, 658. Searlc, 646. Seely, ^348, 687.
"Selah," 154. Senseney, 677. Serrell, 177.
Service, 567. Servoss, 113. Seward, 734.
Seymour, 333. Shafer, 316. Shakespeare,
407 (4»9). Sharp, 529, 671, 691. Shays, 127,
147. Sheam, 324. Sheffey, 484. Shelley,

Ixx

TEN THOUSAND MILES ON A BICYCLE.

454, 468. Shepard, 114, 527, 588 (70S).
Sheppee, 646. Sherburne, 578. Sliernian,
344, 3;o, 488 (101, 209-10, 334). Sheriff, 500.
Sherriff, 646. Shields, *628. Shiznroin, 561.
Shiptou, 643-4, C46, 6S7, 691. Sholes, 594,
627. Shriver,5S7. Siddall, 718. Sider,646.
Sidney, 466. Silberer, 697. Sill, vi. Simp-
son, 100, 646. Singer, 696. Skinner, 370,
569. Skoglund, 560. Slocum, 503. Sloper,
564. Smiih, 71, "92," X12, iiS, 126-7, '76,
182-3, »23, 366, 43a» 493» 499» 5«». 509. 523. 560,
579. 589. "607," 646,655,671, 691, "718."
Snell, 152. Snicker, 344, 383. Snow, 6S7.
Socrates, 466. Solcy, 351. Solomon, 343.
"Solon," 477. Somers,*52o-2i. Souleiman,
481. Spalding, 100, 499, 508. Spead, 575.
Spencer, 554, 685, 6S7. Spicer, 560, 652.
Spinner, 208. Spofford, 96. Spong, 564.
"Spot," 410. Spraker,2oo. Spurrier, •684-5,
688. Stabler, 376, 497 (373)- Stables, 684.
Stacpoole, 646. Stall, 323-4, 378, 675 (371,
386). Stanton, 336, 50S, 546, 547, 564-5, 609.
Stork, 186, 366. Starkey,56i. Stead, 600, 642,
646. Steffner, 500. Sieiger, 100. Stephen,
733. Stephenson, *539. Stevens, 48, 15S,
ao4, 305, *4 73-84, •55», 55a, 558. S70-2, 599,
655, 657, 668, 675, 698. Stevenson, 560, 598.
Stewart, 152, 244- Stiles, 403. "Stillflecl,"
428-9. Stillman, 450. Stoddard, 185-7, 211,
525,679. Stokes, 559-60, 674. Stone, 321-2.
525, 661, 671. Stoner, 646. Stoney, 646.
Story, 560. Streeter, ii. (727). Strotip, 176.
Strong (402). Slruihers, 112. Stunncy,525,
•548-9, 643, 6S4-6, 690, 692. "Stuyvesant,**
433. Suberlie, 699. "Suchaplace," 446. Sul-
livan, 158. Sumner, 609. Surprise, "628,
632, *67o. Sutton, 554, 646. Swallow, •128,
Sweeney, 612. Swcetser, 127, 293 (577).
• Swiss, 138. Sylvester, 520. Symonds, 529.
Snyder, 100.

Tagart, 553. Taintor, 198. Tanner, 639.
Tate, 583. Tatum, 520. Taylor, 168, 295,
344. •52*>i 609. TeRetmcier, 531, 534, 542-3,
558, 599 (v.). Teller, 196. " Telzah," 102,
179,506,575,673. Tennyson, 673. Terront,
4, 547. Terry, 626-7. Thatcher, 400. Thayer,
576,672. Theodore, 611. Thomas, 244,400,
546,646. Thompson, 202, 206, 216, 55^, 561,
663. Thomson, 646. Thorbum, 599. Thome,
559-60. Thomfeldt, 562, 565, 696. Tibbils
(131). Tibbs, 330, 631, 646, 669. Tichener,
218. Ticknor, 293. Tift, hvy. Tilden, 79
(464). Timms, 504. Tinker, 680. Tisdale,

635. " Titanambungo," 535. Titus, 658. To-
bias, 646, "679." Todd, 589, 646 (633).
Tolstoi, 7:9. Tonkin, 562. Tonnet, 699.
ToBcani, 700. Tough, 652. Townsend, 669.
Townson, 646. Tracy, 505. TrigweU, 540.
Trocdel, 696. Trow, 100. " Tulkinghom,"
466. Tupper,7a8. Turner, 558. Tun;eneff,
728. Turrell, 646. Twain, iv., 356, 640W
"Twiddle," 506. Twiss, 138. Tyler, laS,
«35. »38, •«49, 510, 581, •627.

Upham, 112-13, 578, 655. Upstill, 56a.
Undercuffler, 387. Under^'ood, 508. Ure,
646.

Vail, 171. Vanderbilt, 33, 156, 185. Van-
derveer, 90. Van Loan, 187. Van Sicklen,
321, 519, •627, 675 (630). VarJet, 651. Var-
ley, 646. Vamey (257, 274). Vaux, 95, 666.
"Velox," 688. Verhoeff, •235. Vermeule,
176. Victoria, 471. Viele, 94. Viltard, 651.
"Viola," 439. Viollet, 698. "Virginia," 44a.
Virtue, 570. Vivian, 322. Vogel, 552. "Von
Twillcr," 433.

Wade, 646. Wagner, 80. Waite (464, 726).
Wainwright, 625 (597). Wales, 93, 94, 469-70^
Walker, 112-13, 559, 562, 646, 651, 679, 697.
Wallace. 609. WaUer, 4, 547 (i3o). WaUey
(372). Wallis,646. Walmcsly, 554. Walter-
mire, 49a. Wapple, 489. Warburton, 543.
Ward, 658 (730). Waring, 553. Wame, 685.
Warner, 286, 646, 683. Warren, 55S. Wash-
ington, 25, 72, 74, 77, "7, 143, 163, 171, 186,
i97i 350, 367. 39', 434, 702. Wassung, 643.
Waterljouse, 557,627. Waterman, 516, 559.
Watson, 112, 154, 554. Way, 635. Way-
mouth, 646. Wayne, 389, 609. " Wealthy,"
506. Webb, 352, 554. Webber, 655, *674-5.
Weber, 351-2, 629, 675. Webster, 320- Wedg-
wood, 470. Weitz, 315. Welch, 628 (294,
401). Welford, 570, 644, 687-S, 691. WeUs,
6a8. Wenley,646. Went worth, 631. West,
320, 325. Weston, 504, 643-4, 646, •656-7,
663-4,676-7,712. Westbrook, 634. Wester-
velt, 114, 182-3, 321. Wetmore(i75). Whar-
low, ^543. Whatton, "544, 646. Wheatley,
599. Wheeler, 650, 655, 666-7, 674. Wheler,
3S5. Whipple, ir4, 182-3. Wlntall, 520.
Whitcomb, 592. White, 201, 244, 526, 559,
598, 674 (238-9). Whiting, •! 38-9, 676. Wig-
glesworth, 646. Wilcox, 666 (94, 702). Wild,
542. Wilkinson, 677, 210, 628. William, 723.
Williams, 95. 185, 316, 530, 558, 577, •582,
652, 673, 693 (107, 258, 272, 275-*, 45»)- Will-
iamson, 684. WiUiaon,638. Willoughby, 570,

INDEX OF PERSONS.

Ixzi

fc»7. Wilson, loo, 38a, 525, 534, 558, 690, 693
(294). Winchell, 114. Winthrop, 429, 431,
439.443.610. Wistor, 627(354). Witty, 400,
Wood, 158, 172, 175, 177, 317, 377-8, 383,
•j88^, 400, 498» 562, 584. S93» 625, '627,675-7
{644). Woodburn,658. Woodman, 530. Wood-
roofe, 635. Woodruff, 334. Woods, 646.
Woodside, 499, 675. Woodward, 198. Wool-
worth, 148. Worraley, 241. Worth, 390,
609. Wragge, 560. Wright, 18, 23, 93, ^628,

I 643, 646, 660, 665, 674, 677.

I Xmophon viii.

TappleweU, 538. Yates, •519-30 (386).

^ Yopp, 638. "Yorick," 402. Yorke, 687.

Young, 105, '535, •556, 575, 646, 655, 679, 686.
Yoongman (387).

7jM*harlM, 713 (170-1. i74f 192-3)- ^^h,
333. Zimmerman, 638. Zmertych, 551. Zu-

i bowite, 558.

I Contributors* Rbcords.

(Mrs.) J. H.Allen, 354. E. Ash, 564. B.

B. Ayere, •518. G. W. Baker, •487. A.

B. Barkman, •530. E, G. Bamett, 345. H.
Barthol, 551-2. J. M. Barton, 201. A.
Bas««, •sss- C. D. Batchelder, 575-6. L.
J. Bates, 505-6. J. W. Bell, •sag. P- L.
Benihard, 154 W. Binns, •543. R. O.
Bishop, 563. H. Bkickwell, 554. J. L.

j Bley, •493. A. M. Bolton, 549, 6S3. W.

Bowies, •546. W. J. Bowman, 492. G. L.

I Bridgraan, •550. C. P. Brigham, 377. G.

R. Broatlbcnt, 562. F. W. Brock, 545. J.
W. M. Brown, •537. G. L. Budds, 565. H.
(illan. •545- W. W. Canfield, 215. W.
CoUios, •128, 138. J. K. and T. B. Con-
way, 553, 557. F. R. Cook, •493. J. Cop-

I land, •564-5. E. H. Corson, 525, 577. H.

C. Courtney, 544- M, W. Couscr, •197. W.
I F. Grossman, 376. R. C. Cox, 560-1. J. G.
I Dalton, •504. W. W. Darnell, •244. P. C.

Darrow, xcii. S. H. Day, •512. J. S.
j Dean, 526. P. E. DooHttle, •319. B. W.

Doughty, 154- J. D. Dowling, •521. S. B.
' Downey, 389. F. E. Drullard, 574. H. E.

Ducker, •524. A. Edwards, 565. F. A. El-
I dred, •377. H. Etherington, •546-8. W.

P. Evans. 378. I. K. Falconer, 555. W.

Farrington, 517. H. C. Finkler, 489-92. G.

F, Ftske, 113, 142, •522. J. Fitton, 567-8.

W. T. Fleming, 245, 500. L. Fletcher, 554,

557. C. E. Gates, 587. A. Gault, 560-1.

W. V. Gilman, •507- S. Goldcr, 551. C.

M. Goodnow, 527. H. R. Goodwin, •336-7,
554. C. H. R. Gossett, 554. L. B. Graves,
1 14. T. F. Hallaro, 563. H. B. Hart, 526.
A. Hayes, •540-1. F. D. Hclmer, 216. E.

A. Hemenway,*5i7. C. H. Hepinstall,3i4.
W. E. Hicks, 528. H. J. High, •485. C.
Howard, *sio. W. Hume, 561. H. Jarvis,
•4S6. F. Jenkins, ^187. F. M. S. Jenkins,
•327. 330- H. J. Jenkins, 568. H. J. Jones,
•538-40. J. T. Joslin, •197. C. D. Ker-
shaw, 526. R. Ketcham, •197. A. J. Kolp,
•340. I. J. Kusel, •524. W. H. Langdown,
569-70. C. Langley, •530. J. Lennox, 554-5.

B. Lewis, •524. C. H. Lyne, 565-6, 696. J.
D. Macaulay, •527. R. H. McBride, 319.
G. P. MacGowan, 197. T. R. Marriott,
554-5. 557- E. Mason, •523. R. D. Mead,
•509. G. B. Mercer, 553, 557. F. T. Merrill,
49a. T. Midgely, •513-15. A. E. Miller,
344. G. P. Mills, •555-8. A. Nixon, 554.5.
J. F. Norris, 567. H. C. Ogden, 198. A.
H. Padman, 560-1. W. B. Page, ^494-9,
573-8. R. W. Parmenter, 488. G. L. Par-
meley, 579. A. S. Parsons, •516. E. F.
Peavey, 576. J. and E. R. Pennell, 530.
W. L. Perham, •sis. R. E. Phillips, ^550.

C. E. Pratt, •sos. H. R. Reynolds, jr.,
•533-4- A. C. Rich, 193. E. and W. Rideout,
•491. A. E. Roberts, 563. R. P. H. Rob-
erts, 541. S. Roether, 315. A. S. Roorbach,
164. W. Rose, 489. T. Rothe, •sis. P.
Rousset, ^552. J. F. Rugg, 565. G. H.
Rushworlh, •545. T. S, Rust, 138. F. Sals-
bury, 544. E. E, Sawtell, '377. L. W.
Seely, 348-9- M. T. Shafer, 216. F. W.
Sherburne, 578. H. P. and G. H. Shimmin,

561. E. R. Shiplon, 691. T. B. Somers,

•520. S. G. Speir, . C. Spencer, 554.

J. W. Stephenson, ^529. G. T. Stevens, 551.
T. Stevens, •473-84, 570-2. H. Sturmey,
548-9. F. O. Swallow, 128. F. P. Sy-
monds, 529. J. E. R. Tagart, 553. (J. J.
Taylor, •520. E. Tegetmeier, 531-3. G. B.
Thayer, 576. R. Tliompson, 216. R. A.
andT. H.Thompson, 561. M. Thonifeldt,

562, 565-6, 696. C. E. Tichener, 218. N.
P. Tyler, 128, 138-9, ^Mg, •sio. N. H. Van
Sicklen,5i9. J. M. Verhoeff, ^235-7. J. S.
Whalton, •544. H. T. Whailow, •543. J.
H. Whiting, 138. F. E. Van Meerbeke.
xcv. H. & W. J. Williams, 316. H. W.
Williams, •511-12. W. W. Williams, 5^8.
A. J. Wilson, •534-5. H. S. Wood, •388.

Ixxii TEN THOUSAND MILES ON A BICYCLE.

C. C. Woolworth, •148. F. E. Yates, •519.
A. Young, *%^S' I- Zmertych, 551.

Journalism op thb Wheel.
The history of cycling journals and books
may be found between p. 653 and p. 700, and
most of the following references are within
those limits, — fuU-faced type showing the
more-important ones :

Algemeine Sport-Zeitung(Ger.), 697. Ama-
teur Athlete (N. Y), 619-20, 667-8. Ameri-
can Bicycling Journal, 26, 504, 534, 643, 66i>-6,
664, 687, 725. American Wheelman (St.
Louis), 528, 654, 671-2, 716, 799. Archery &
Tennis News, 663, 668. Archery Field (Bos-
ton), 658-9, 663, 668-9. Athletic Nevk-s(Eng.),
693. Athletic News & Cyclists* Journal
(Eng.), 638. Athletic World (Eng.), 688.
Australasian, 696. Australian Cycling News
(Melbouroe), 558, 562-5, 652, 654, 665-6,
706. Australian Cyclist (Sydney), 564, 686.
Australian Sports & Pastimes, 696. Bicy-
cle (Hamilton, Ont.), 66r. Bicycle (Mel-
bounie), 695. Bic>'cle (.Montgomery, Ala.),
660, 670. Bicycle (N. Y.), 660. Bicycle &
Tricycle Gazette (Eng.), 638. Bicycle Ga-
zette (Eng.), 688. Bicycle Herald (Spring-
field, Ms.), 672. Bicycle Journal (Eng.),
687-8. Bicycler's Record (I.awrence, Ms.),

660. Bicycle Rider's Magazine (Eng.), 688.
Bicycle South (New Orleans), 654, 670, 67a.
Bicycling New.s(Eng.), 541-2, 544, 548-9. S57i
683, 687-8, 689-80, 693-5. Bicycling Times
& Touring Gazette (Eng.), 547-8, 688, 692.
Bicycling World (Boston), 23, 27-9, 74, 92,
101-2, 104-5, io7i m> iM> 121, 128, 150, 152,
157, 161-2, 164, 171, 179, 181, 199,202, 214,217,
238, 249, 251, 253, 281, 314, 322, 340, 487-9,
492-3, 500, 503-4, 506, 50S-12, 514, 5»7-»8,
522, 525-6, 530, 553, 573» 575-6, 578, 591, 600,
602-4, 615-18, 629, 643-4, 656-9, 662-5, 666-7,
669,671-2, 673, 67s, 677-80, 683-6, 684-5, 702,
704, 798. California Athlete (San Francisco),

661, 688. Canadian Wheelman (London,
Ont.), 315. 3i9» 32». 326, 599, 635, 643, 654,
660, 669-70, 707. Cleveland Mercury (O.),
660. Cycle (Milford, Ms.), 660, 666, 678.
Cycle (Boston), 664-5, 798. Cycling (Cleve-
kind), 245. 526, 660. Cycling (Eng.), 6SR-9,

691. Cycling Budget (Eng.), . Cycling

Times (Eng.), 6S6, 689, 798. Cyclist (Eng.),
534, 537. 54", 548-9, 55»-*. 5S4» S68, 599, 684,
687-94. Cyclista (Hun.), 697, Cycliste Beige

(Bel.), 70a Cyclist & Athlete (N. Y.), 663.
666, 668-9. C. T. C Gazette (Eng.), S99.
63M4, 651-2, 687-S, 691, 694-5, 798. Cydos
(Eng.), 688. Elizabeth Wheelmen (N. J.).
660. Field (Eng.), 531. Hamilton Bicyde
(Ont.), 661. Hamilton Wheel Journal (O.),
660. Illustrated Sports (Eng.), 695. Ingle-
side (San Francisco), 609, 661, 672. Irish
Cycling & Athletic News (Dublin), 654, 695.
Irish Cyclist & Athlete (Dublin), 640, 652.
654, 685. Ixion (Eng.), 688. Journal des
Sports (Bel.), 700. Land & Water (Eng.),
642, 695. L. A. W. Bulletin (Phila.), 310-11,
323, 388, 500, 572, 578, 583-90, 594, 614, 618,
620-21, 624-6, 629-30, 633, 635, 654, 661,
662, 665, 668, 674, 679, 707-8, 717, 720.
M aandblad (Dutch), 700. Maine Wheel, 66 1.
Mechanic (Smithville, N. J.), 522, 577, 671.
Melbourne Bulletin (Yict.), 696. Midland
Athletic Star & Cycling Nci»"s (Eng.), 6S8,
695. Mirror of American Sports (Chicago),
672. Monthly Circular of C. T. C. (Eog.).
636, 691. N. C. U. Review (Eng.), 648, 650.
New Haven Bicycle Herald, 660.' N. t.
Referee, 696. Olympia (Eng.) . Out-
ing (Boston), 105, 108, 114, 121, 149, 198, 244,
279, 282, 320, 323, 330, 474-8, 481-4, 504, 5o<>.
511, 512, 526, 534, 599, 600, 657-9, 674-5,
678. Outing (N. Y.), 57». 655, 669.60, 668.
Pacific Wheelman (San Francisco), 67a, 799.
Pastime Gazette (Chicago), 672. Philadel-
phia Cycling Record, 245, 485, 522, 526, 660,
674. Radfahrer (Ger.), 552, 651, 6$6.7, 798.
Recreation (Newark), 600, 654, 663,668-9.

Referee (Eng.), . Revue V^locip^dtque

(Fr.), 698. Revista Velocipedistica (It.), 700.
Revista degli Sports (It.), 700. Scottish Ath-
letic Journal, 695. Scottish Umpire & Cy-
cling Mercury (Glasgow), 695. Southern Cy-
cler (Memphis, Tcnn.), 654, 670, 672, 707.
Spectator (St. Louis). 323, 672. Sport (/r.),
695. Sport (It.), 70a Sport & Play (Eng.X
695. Sport du Midi, 699. Sporting &
Theatrical Journal and Western Cycler (Chi-
cago), 672. Sporting Life (Eng.), 693. Sport-
ing Life (Phila), 666, 672. Sporting Mirror
(Eng.), 689. Sportsman (Pittsburg), 67a.
Sportsman (Eng.), 686. Sport V^ocipMique
(Fr.), 651, 69S. Springfield Wheelmen's G».
zette, 42, 64, 129, 255, 294, 323, 333. 353. 37«.
39I1 485. 487, 49«. 49'i 5o'*» 5«9, 524. 5S8, 6oj,
605. 610, 660, 661-2, 668, 676, 693, 706-7.
Siahlrad (Ger.), 70a SUr Advocate (E. Rocb-

INDEX OF PERSONS.

Ixxiii

eiter, N. H.), SaS, 579, 654-5. «©•!» 707.
Seed Wheel (Ger.), 70a Tidniog for Idrott
<Swe.), 7«>- Tireur (Fr.), 69^ Tricycling
Jcmrnal (Eng.), 545* 600, 654, 685-6» <t90-l.
Tricydist (Eng.), 543-4, 547. 555. 654, 686,
010,692. V<cio(Fr.),699. Viloco (Fr.), 699.
Vfloc2 Beige (Bel.), 699. Vfloceman (Fr.),
69>. Vaocc Sport (Fr.), 699. V^locc Sport
et Vdloceman R^uinis, xcH. Velociped (Ger.)>
6$i, 697. V^locipMe (Grenoble, Fr.), 699.
V£odplHlc (Paris, Fr.), 698. VdlodpMe 11-
Iintri (Fr.), 6>8. V<Slocip^dIe Beige (Bel.),
699. V^ocip<Sdis Illustrie (Fr.), 69S. Ve-
lodpedisi (N. Y.), 698. Vclocipedist (Ger.),
697. Velodpedsport (Ger.), 697, 699. Veloci-
pedo (Sp.), 700. Vd'.o Pyrdn^n (Fr.), 651,
699. Vermont Bicycle (W. Randolph), 578,
654,973. Vitesse (Fr.), 699. Wayfarer (Eng.),
«di. Western 'Cyclist (Ovid, Mich.), 660,
669, 67*. Wheel (N. v.), 53, 74, 93, 96, 109,
114, laS, xjS, 154, 161, 164, 187, I97.*»5iai7.
M4. 3»o. 326, 34if 3S2, 4871 489. 492-3, 500.
5M. 504, 5 » 7. 523. 529* 568, 574-5. 583, 5S5A
589-90, 604-7. 619, O43, 666-7, 669, 699, 704-5,
707, 70S, 713, 79> Wheeling (Eng.), 524,
538, M7-S, 5S3-5i 564. 572, 6q2, 6a8-9, 639.41,
647-5 1, 662, 6S3-4. 636, 699-90, 693-5, 700,
707, 719. 79S. Wheel Life (Eng.), 690-92,
694, 706. Wheelman (Boston), t, 34-5, 30,
13. 35-6, 42, 49, 62, 82, 106, IIS, 139-40, 155.
159^ 3o8-9, 334, 346. 255, 258, 268, 270, 277,
279,396,314,348, 388, 390, 399, 495. 504,
506-7, 5»2-i5, 5«7-*8, 522-3, 555. 631, 656-9,
661, 673, 679, 69s, 697, 702, 703, 720. Wheel-
men's Gazette (Springfield), 558, 559, 561,
566, 579, 617-18, 619, 631, 654, 662, 674,
706-7, 708-10, 799. Wheelmen's Record
(Indianapolis), xcii. Wheel World (Eng.),
3X>, 475. 548, 647, 657, 685, 688, 689-91, 692,
694, 798. Vale Cyclist, 660.

Editors^ -xxfriterSt artidi^ publishers and
fruiters 0/ the foregoing : American News
Co., 660, 669. G. Atkinson, 693. J. De*
Arie»te,xcii. J. W. Auten, 668. H. C.
Bagot, 6^/6. Baird & Co., 668. H. S. Bale,
696. J. W. Barnes, 66S-9. H. A. Barrow,
689. R. B.i&i!onc, 700. A. Bassett, 663-5,
T04, 70S. L. J. Bates, 506, 657, 673. S.
Baxter, 600, 657. N. M. Bcckwith, 666-7.
B. Benjamin, 661. Bicycling World Co., 664,
685. C. A. Bicderman, 661. P. Bigelow,
657-9. B. Bonami, 697. J. S. Brierley, 669.
W. A. Bryant, 667. E. H.Bum,695. (Miss)

M. H. Catherwood, 657. Central Press &

Pub. Co., 666. Chatto & Windus, . B.

Clegg,689. W.F.Coffee, jr., 668. W.Cole,
650. E. R. Collins, 668-9. J. Copland, 696.
C. Cordingley, 691. Cordingley & Sharp, 691.
E. H. Corson, 6;^>-i. Cycling Pub. Co.,
666-7. Cyclist Printing Co., 668. P. C. &
G. S. Darrow, xcii. J. S. Dean, 663-4. E.
De GJiue, 700. P. De VilJi5rs, 699. J. B.
Dignain, 669. B. W. Dinsmorc & Co., 666.
C. R. Dodge, 657. H. B. Donly, 669. H.
E. Ducker, 661-3, 706-7. H. O. Duncan, 699.
C. Drury, 688. W. G. Eakins, 669. T. A.
Edwards, 695-6. F. A. Egan, 667. A. Ely,
jr., 660. H. Etherington, 6S9-90, 693-3.
Evangelist Co., 673. W. K. Evans, 669. V.
Fenoglio, 700. C. H. Fisher, 660. Fleming,
Brewster & Alley, 657. E. Foreslier, 69S.
S. C. Foster, 667. C. W. Founlrinier, 663,
665. C. J. Fox, 688, 693. T. F. Garrett,
6SS. C. H. Genslingcr, 670. A. Gibbons, 691.
A. H. Gibbes, 668. W. E. Gilman, 663-5.
W. V. Gilman, 666. P. GomaJl, 696. H.
H. Griflin, 6^9-90. L. Harrison, 663-4, C.
E. Hawley, 65S. Hay, Ntsbet & Co., 695.
G. L. Hillier, 547-8, 689-90, 693-4. E. C.
Hodges St Co., 664. J. G. Hodgins, 695.
J. R. Hogg, 628, 695. C. J. Howard, 666-7.
W. B. Howland, 656-9. E. W. Hunter, 670.
Iliffe & Son, 548, 689-93. Iliffi & Stur-
mey, 690. J. Inwards, 689. L. G. Jacques,
698. F. Jenkins, 666-7, 704-8. H. A. Judd,
689, 693. H. A. King, 673. W. C. King,
698. K. Kron, 720. D. M. Kurtr, 668. L.
C. S. Ladish, 671. C. Langer, 697. P. B.
Lansing, 656. M. Lazare, 666. W. H.
Lewis, 653, 696. E. A. Lloyd, 690. F. P.
Low, 548, 6S9-90, 693. S. Low, Marston &
Co., 659. W. McCandlish, 6S9-90. J. F.
McClure, 656 9. S. S. Mcaure, 656-9. J.C.
McKcnzic, 660. G. D. McNathan,67o. R.
J. Macredy, 653, 695. W. McWilliam, 548,
689, 693. C. O. Manny, 666. W. C. Mar-
vin, 660. C. L. Meyers, 668. S. Miles, 673.
G. Moore, 692. T. Moore, 548, 6S9-90, 693.
A. G. Morrison, 690, 693. F. X. Miidd, 660.
A. Mudge & Son, 663-4. C. W. Nairn, 6S9-90,
693. H. E. Nelson, 660. E. Diver, 666.
W. N. Oliver & Co. , 666. Oliver & Jenkins,
666-7. M- M. Oj^bome, 660. Outing Co.,
659. H. Pagis, 698. F. Pagnioud, 699. A.
Paritschke, 697. S. M. Pallon, 670. R. L.
Philpol, 650. J. S. Phillips, 656-9. Picker-

Ixxiv TEN THOUSAND MILES ON A BICYCLE.

ing & Davis, 69S. R. H. Polk, 660. A. A.
Pope, 659. Pope Mfg. Co., 657-9. C. E.
Pratt, 656^, 663-4, 667. F. P. Prial, 666.
C. W. Reed, 655, 658. C. S. Reeves, 660.
F. M. Riitiuger, 697. Rockwell & ChurchiH,
656. J. S. Rogers, 671. T. Roosevelt, 657,
660. £. J. Schmied, 697. E. R. Sliipton, 691.
V. Silbjrer, 697. C. B. Smith, 691. C. F.
Smith, xcii. J. T. Smith, 671. H. B. Smith
Machine Co., 671. Springfield Print. Co.,66i-
2, 675. W. J. Spurrier, 6S8. T. Stevens, 655.
W. F. Stone, 661. H. Sturmsy, 690, 692 . L.
Suberbic, 699. W. L. Surprise, 670. L. P.
Thayer, 672. W. H. Thompson, 663. H. S.
Tibbs, 669. C. Toscani, 700. Tonnet, 699.
C. H. Townsend, 669. C. Troedel & Co.,
696. T. H. S. Walker, 697. W. D. Wel-
ford, 6S8, 691. F. W. Weston, 653, 655,
663.4. A. D. Wheeler, 666-7. Wheelman
Co., 656-8. Wheel Pub. Co., 666. J. Wjl-
cox, 666. B. Williams, 693. A. J. Wilson,
690,673. W. M. Wright, 660, 665. Vaux&
Co., 666.

" Literature of the Wheel," 058-700.
A. B. C. of Bicycling, 655, 67S. Abridg-
ment of Velocipede Specifications, 550. Ad-
vantages of Cycling, 67S. Agent's Guide,
The, 679, 6S5. Almanach des V^locipMes
for '69, 69S. Almanach du Vdlocipide for
'70-'7i| 698. Almanach Illusir^de la Veloci-
p^dic pour '84, 699. Amateur Bicycle Re-
pairing, 678. American Bicycler, The, 504,

672, 703. Annuaire de la Vdlocipidie Pra-
tique, 699. Around the World on a Bicycle,
474» 655, 657, 698. Athletes, Training for
Amateur, 684. Athletic Club Directory for
'82,688. Australian Cyclists' Annual, The,
696. Australian Tour on Cycles, An, 565,
696. Autograph Book, Palmer's, 687. Bet-
ting I^aw, Cyclists* Liabilities as regards the,
685. Bicycle Annual for '80, Tlie, 686, 692.
Bicycle-Buch, 697. Bicycle for '74, The, 687.
Bicycle, The Modern, 685. Bicycle, A
Pocket Manual of the, 687. Bicycle Primer,
679. Bicycle Ride from Russia, A, 6S7. Bi-
cycle Road Book, 685. Bicycle Tactics, 615,
679. Bicycle Tour in England and Wales, A,

673. Bicycling, Complete Guide 10,684. Bi-
cyclists' Pocket-Book and Diary for '78, 687.
Blank Road-Rook, 676. Boston Road-Book,
655. British Hijjh Roads, 686. Bugle Calls,
679. Bundes-AImanach, 697. Canadian W.

A. Guide, 315-6, 319, 326-7, 330-x, 655, 677.
Canterbury Pilgrimage, A, 530, 655, 687.
Cape Ann, In and Around, 655, 674. Chest-
nuts (If ^^//x^'j Christmas issue of '86), .

Clipper Almanac, 494, 680. Club Directory,
Goy's Athletic, 688. Club Songs, 655. Co-
lumbia Calendars, 679-80. Columbia Testr
roonials and Scrap Book, 678. Connecticut
Road-Book, 5S2, 677. Construction of Mod-
ern Cycles, On the, 683. Construction of the
Tricycle, A Treatise on the Theoretical and
Practical, 683. C. T. C Handbook and
Guide for '86, 598-9, 607, 687. C. T. C.
Renewals-List for '85, 687. Cycle Directory,
The,687. Cycledom ( Cyclist*s Christmas issue
of »86), xciv. Cyclist and Wheel World An-
nual, 69a. Cyclists' Guide to Nottingham,
6S5. Cyclist's Guide to the Roads of the
Lake District and Isic of Man, 6S7. Cy-
clist's Pocket-Book and Diary, 685. Cyclists,
The Rights and Liabilities of, 684. Cyclists'
Route Book, The, 684. Cyclist's Touring
and Road Guide, The, 684, 685. Cydonia, A
Jouniey through {CyclisCs Christmas issue of
'^5)1 534» 692. Cyclos, 684. Dublin, A Racing
Trip to, xciv. Emerald Isle, Two Trips to
the, xciv. England and Wales, A Bicycle
Tour in, 673. Essai th^orique et pratique sur
le vtfhicule Bicycle, 698. Essex Co., Ms.,
Wheelman's Handbook of, 112, 655, 677.
Forty Poets on the Wheel, 505, 655, 674.
France, Le Guide en, 699. Golden Rules of

Training, The, 685. Great S , The (C>-

r//r^'f Christmas issue of '85), 692. Guard-
ians, The, 688. Guide to Bicycling, The
Complete, 684. Guide to Machines and
Makers, xcv. Guide to North- West Kent,

686. Guide to Tricycling, Penny, 686. Hand-
buch des Bicycle-Six>rt, 697. Health upon
Wheels, 684. He would be a Bic>'clist, 688.
Holland, N. V. B. Official Road-book of,
700. Holyhead to London on Tricycles,
From, 686. How to ride a Cycle, 684. Hotel
Charges Directory, 685. Hygiene du V^lod-
pide. 698. Icycles {Wheel World's Christ-
mas issue of '80), 692. In and Around Cape
Ann, 655, 674. Indispensable Bicyclist's
Handbook, The, 685. I nstructions to Wheel-
men, 678. Itiliani, Statute della Sodeta
Ciclisti, 700. Italy on a Tricycle, Through,

687. Ireland, Two Trips to, . Kentucky

Road-Book, 590, 678. Killamey, A Touring
Trip to, . Lake District and the Isle of

INDEX OF PERSONS.

Ixxv

Mao, Road Guide for the, 687. Land's End
to John 0'Groat*s on a Tricycle, 685. League
Handbooks, '81 and *87, 625, 677. Legal
Aspects of Road Repair, 650. Letters of In-
terest to Wheelmen, 678. Library of Sports
(Cycling), 6S5. Log Book, My Cycling, 676.
Long Island Road- Book, 655. Liverpool Cy-
dists* Podcet Guide and Club Directory for
'85, 686. Lyra Bicyclica, 505, 655, 674. Man-
uel da V^loceman, 698. Manuel du V^loci-
pMe, 69S. Massachusetts State Division
Road Book, 581, 677. Mechanical Diction-
ary, 6SS. Michigan Road-book, 677. Mis-
souri Handbook, 677. Modern Bicycle, The,
685. Modern Cycles, On the Construction
o{, 683. Modern Velocipede, The, 688. My
Cycling Friends, 68 7. My Cycling Log Book,
670. My Second Ten Thousand, an, 501,
S90, 716. Nauticus in Scotland, 6S4. Naiiti-
cns on bis Hobby- Horse, xctv. Nervous-
ness, How I Cured Myself of, 688. Notting-
ham, Cyclists' Guide to, 68$. Official Hand-
book of the Clubs of Essex, 6S7. Ocean to
Ocean on a Bicycle, From, xdv. Ohio Road-
Book,677,682. On Wheels, 688. Our Camp
(CycUsCs Christmas issue of '84), 692. Over-
land to Sydney on Cycles, 565, 696. Over the
Handles, 673. Over the Pyrenees on a Bicy-
de, 549, 683. Paris, Guide des Environs de,
699. Pleasures of Cycling, xciv. Pocket Di-
rectory, The Scottish A. C, 686. Pocket
Manual of the Bicycle, A, 687. Pocket Road
Guides, 550. Pope, Biography of A. A.,

680. Radfahrer's Jahrbuch, 697. Record
Book for Tourists, 676. Repair and Mainte-
nance of Roads, 650. Repairing of Bicycles
by Amateurs, 67S. Report of the " Socidt^
Pratique du ViElocipide " for '69, 698. Rhine,
Handbook for Wheelmen along the, 697.
Rhymes of the Road and River, 655, 674.
Rights and Liabilities of Cyclists, 684. Road
and the Roadside, llie, 680. Road Book of
C. T. C, Proposed, 687. Road Guide to the
Southern Counties of Scotland, 686. Road
Repair, 696. Roads of England (Cary's), 68 1.
Roads of England (Howard's), 550, 681-2.
Roads of England (Patcrson's), 532, 539-40,

681. Romances of the Wheel, 6S5. Rota
Vitae, 6S5. Route Book, The Cyclist's, 684.
Russia, A Bicycle Ride from, 687. Safety
Bicycles, 684. Scotland, Cyclist's Itinerary
of. 550. Scotland, Nauticus in, 684. Scot-
land, Road Guide to the Southern Counties

of, 686. Scottish A. C. Pocket Directory,
The, 686. Sel f Propulsion, 683. Sixty Poets
on the Wheel, 674. Song of the Wheelist,
The, 686. South Africa, A Tour in, 696.
Southern Counties Camp Book, 686. Star
Rider's Manual, 655, 671. Steel Wings, 674.
Suggestions for Choice, Care and Repair of
Bicycles and Tricycles, 67S. Ten Thousand
Miles on a Bicycle, 45, 48, 353, 370, 426,
483-4, 655, 701-33. Theoric du VdlocipMe,

698. Things a Cyclist Ought to Know, 55a
Tour de Monde en V^locipMe, Le, 698.
Tourists' Guide, 684. Tourists, Rights and
Liabilities of, 685. Trade catalogues and
advertisements, 653, 679-80. Training for
Amateur Athletes, 684. Training Instructor,
The, 686. Tricycle Annual, 685. Tricycle
and Tricycling, The, 686. Tricycle et Vdloci-
pMe k Vapeur, 698. Tricycle, In Relation
to Health and Recreation, 685. Tricycle,
Land's End to John O'Groai's on a, 685.
Tric)'cle, Through Italy on a, 687. Tricycle,
A Treatise on the Theoretical and Practical
Construction of the, 683. Tricycles and How
to Ride Them, 686. Tricycles, From Holy-
head to London on, 686. Tricycling, Cor-
dingley's Penny Guide to, 686. Tricycling
for Ladies, 684. Tricyclisl's Indispensable
Annual & Handbook, 684. Tricyclist's Vade
Mecum, The, 686. Two Pilgrims* Progress,
687. Vade Mecum du Touriste V^lciceman,

699. Vade Mecum, The Tricyclisl's, 686.
Vdlocipfede, Lc, 698. Velocipede Specifica-
tions, Abridgment of, 550. Velocipede, The,
402, 673. Velocipede, The, 688. Veloci-
pedes, 688. Velocipcdia, 688. Vdlocip^die
Pratique, La, 699. Velocipedislen-Jahrbuch
for '84, 697. Western Adventures of a Bicy-
cle Tourist, 489. Western New York Road-
Book, 22 r. Westward, Ho! on a Sociable,
687. What and Why, 678. Wheelman's
Annual for '81 and '82, 16, 673, 707. Wheel-
man's Hand-book of Essex Co., 1 12, 655, 677.
Wheelman's Log Book for '8r, 677. Wheel-
man's Record Book, 677. Wheelman's Ref-
erence Book, 615, 655, 67s, 710. Wheelman's
Year Book, The, 686. Wheelman's Year
Book, Diary and Almanack for '82, 687.
Wheel Songs, 655, 674. Wheels and Whims,
655, 674- Whrel IVorl^s Annuals, "69a.
Whiriing Wheels, 673. Whiaz, The, 688.
World on Wheels, The, 680. Year's Sport,
The, 687.

Ixxvi TEN THOUSAND MILES ON A BICYCLE.

. A HiMartt compilers, ^uNishers andprmtert
cfth* foregoing: K. Allier, 698. A. I*. At-
kins, 111,65s, 677. Ballantyne Press, The,
6S6. A. B. Uarkman, 655. C. D. Batchelder,

676. E. Benassit, 69S. A. Berruyer, 698. C.
H. Bingham, 700. A. M. Bolton, 549, 683.
G. F. Brooks, 679. J. S. Browning, 655. C.
W. Bryan & Co., 700. H. Buchanan, 6S6.
W. S. Bull , 22 1 , 677. J. P. Burbank, 16, 673 .

677. (Lord) Bury, 6S7. Cassell & Co., 687.
A. D. Chandler, 673. G. Chin n, 655,677. J.
C. Clark, 679. R. Clarke & Co., 678. W.
Coliins, Sou & Co., 683. R. Cook, 6S7.
C. Cordinghy, 636. H. D. Corey, 679. E.
H. Corson, 655, 671. H. L. Cortis, 684. T.
Coventry & Co. , 683. Cunningham Co., Tlie,
653,679. Cupples, Upham & Co., 655. J.
G. Dalton, 505, 655. A. De BaronccUi, 688,
69S-9. W. Diidarich, 679. H. B. Douly,655,
677. Ducker& Goodman, 615,655, 675. N.
F. Duncan, 687. Durrant & Co., 687. G.
Ernst, 697. (Miss) F. J. Erskine, 6S4. U.
Etheriugton, 685. Falconer, 686. A. Favre,
698. S. C. Foster, 655, 674, 679, C. J. Fox,
686. S. Fusse.l, 685. J. T. Goddard, 402,
673, 683. Goy, 638. L. U. Gill, 683. H.
H. Griffin, 683. Griffith & Farran, 685.
Hamilton, Adams & Co., 6S7. Hammer-
smith Printing Works, 686. £. S. Hart &
Co., 655, 674. H. B. Hart, 655, 660, 678.
J. R. Heard, 679. W. H. Heath, 685. A.
S. Hibbard, 655, 674. G. L. Hillier, 687. E.
C. Hodges & Co., 674. C. Howard, 550, 63 1.
C. Hubbard, 696. C. G. Huntington, 582,

677. Iliffe & Son, 683-7. " Ixion," 688.
L. G. Jacques, 698. Jacquot, 699. Jarrold
& Son, 683. F. Jenkins, 677. J. H. John-
son, 677. F. W. Jones, 683-4. H. A. Judd,
685. " Jupiter," 688. A. Kenmann, 6.77.
H. KendaU, 686. T. J. Kirkpatrick, 677.
A. H. Lang, 636. Lee & Walker, 679. V.
Leger, 699. J. Lennox, 686. Letts, Son &
Co., 681-2. Little, Brown & Co., 680. Long-
man & Co., 687. J. N. McClintock, 680.
(Mrs.) F. T. McCray, 655, 674. A. H. Mac-
Owen, 655, 674. Mason & Payne, 68 1-2. J.
Menzies & Co., 686. W. L. Mer&hon &
Co., 678. T. S. Miller, 655, 679. A. G.
Morrison, 693. G. Moore, 692. F. Moore,
685. Morris Bros., 683. P. N. Myers, 590,

678. C. W. Nairn, 686, 692. *• Nauticus,"
6S4. E. Neve, 686. " Old Wheelman," 67S.
Overman Wheel Co., 676, 6.'9. C. A. Pal-

mer, 687. A. Palmer & Sons, 6S7. H. Park,
678. J. Pearce, 6S6. M. D. Pellencontre,
698. J. Peonell, 655, 6S7. (Mrs.) £. R.
Penneil, 655, 687. L. G. Perreaux, 698.
G. Phillip & Son, 683. R. E. PhiLipt, 550,
639} 6S3. Pops Manufaauring Co., 678^
L. H. Porter, 530, 678. B. W. Potter, 68a
Qiarles E. Pratt, 504, 67a. 678, 688, 703.
F. A. Pratt, 625, 678. "Ras Banks," 68&
Rand, Avery & Co., 674. J. M. Rankioe,
698. F. Rsgamey, 69S. H. R. Reynolds,
jr.* 533. 69S. Richard, 698. C. M. Rich-
ards, 678. B. W. Richardson, 62, 685. Rob-
erts Bros., 687. Rockwell & Churchill, 656*
672, 679. Root & Tinker, 680. Will Rose,
489. H. T. Round, 687. J. P. Russell, 696L
H. N. Sawyer, 679. C. Scribner's Soos,
655, 687. Seeley & Co., 6S7. E. M. Sen-
seney, 677. J. C Sharp, jr., 673. E. R-
Shipton, 687. .W. S. Y. Shutlleworth, 687.
V. Silbsrer, 697. (Miss) E. L. Smith, 655,
674. I. Snow & Co., 687. C. Spsncsr, 685,
687. Springfield Printing Co., 675, 710. W.
J. Spurrier, 684,685. W. G. Stables, 6S4. T.
Stevens, 473-84, 655, 657. Stoddard, Lover-
ing & Co., 679. Strand Pub. Co., 6S3. H.
Sturmey, 684, 6S5. G. B. Thayer, 576.
" Velox," 688. T. H. S. Walker, 651, 697.
F. Wamc & Co., 685. J. S. Webber, jr..
655. 674. W. D. Welford, 687. F. W. We».
ton, 676. " Chris Wheeler," 655. 674. W.
H. Wheeler, 650. White, Stokes & Allen,
655. 674. C. H. Whiting, 676. J. Wilkin-
son Co., The, 677. A. Williams & Co., 673.
J. A. Williamson, 6S4. A. J. Wilson, 534,
693. H. S. Wood, 177, 676-7. T. H. Wrighi,
677. A. Young, 65s, 6/9. G. £. Young,
686.

NoN-CYcuNG Books.

Adirondacks, Illustrated Guide to the, 186.
American Literature, Cyclopaedia of, 434, 439.
Agriculture of Mass., 679. Among the Stu-
dios, 431. Androscoggin Lake and Head-
waters of Conn., 575. Atlantic Islands, 355.
Australia, The "New Chum " in, 570. Aus-
tralian Pictures, 570. Baddeck, 286- 7. Bart-
lett. Memoir of Gen. W. F., 386. Berkshire,
The Book of, 700. Bermuda, An Idyl of the
Summw Islands, 366. Bermuda, History of,
355- Bermuda, Illustrated Guide to, 366.
Bermuda Pocket Almanac, 366-7. Bleak
House, 466. Boston, Dictionary of, 113.
Boston, Handbook of, 113. Boston Harbor.

INDEX OF PERSONS.

Ixxvii

Handbook of, 1x3. Campaigns of tho Civil
War, 35a. Cecil Dreeme, 4a8-9j 43 >> 438^1
441. Cindnoati, Pocket Book of, 1 13. Col-
kfe Journalism, A History of, 658. Conn.
Valley in Mass., Hist, of the, 581. De-
scriptiTe America, 177. Diseases of Modern
Life, 6S5. Encyclopedia Britannica, 6SS.
FieU Book of the American Revolution,
TOOi. Field Book of the War of 1S12, 700.
Foot Years at Yale, 405, 711, 722. Geologist
of New Jersey, Report for 'iJ4 of the State,
174. Grafton County Gazetteer, 577. Grant's
Memoirs, 73a. Harvard and its Snrround-
ings, 113. How to Pay Church Debts, 333.
Hudson River by Pen and Pencil, 19S.
Human Intercourse, 446, 468-9. Hunting
Trips of a Ranchman, 455. Intellectnal Life,
The, 467-S. Lake George, lUust. Guide to,
185-6. Liberty, Equality, Fraternity, 733.
London Social Life, Impresuons of, 448.
Lotberan Year Book, 323. Maritime Prov-
mces. The, 293. Methodist Year Book, 324.
Middle States, Guide to, 293. Minute Phi-
losopher, 108. Modern Gymnast, The, 6S5.
Moosehead Lake and N. Me. Wilderness,
S7S. Mt Desert on the Coast of Me., 2S1.
Navy in the Civil War, The, 352. New
England, Guide to, 293. New York, Dic-
tionary of, 65, Sr, 87, 89, 96, 100, 155. New
York, Hist, of the City of, 434. Notes of an
Idle Excursion, 356. Open Letter to J. G.
Holland, An, 728. Picturesque America, 382,
434, 70a Picturesque B. & O., 245, 282.
Religion, My, 729. Roughing It, iv. Sara-
toga, lUust. Guide to, 186. Shenandoah Val-
ley in 1864, 346, 3S2. Split Zephyr, 466.
Sprixigfield, Handbook of, 1x3, 126. Stolen
White Elephant, 356. Stories by American
Authors, 466. Tasmanian Excursionist's
Guide, 563. Their Wedding Journey, 215,
42& Thankless Muse, The, 73 r. Traveler,
The, iv. U. S. Army Table of Distances,
680. Vicar of Wakefield, 205. Visits to Re-
markable Places, 404. Yale and the City of
Elni**>33> Yale, Four Years at, 405, 71 r, 722.
Walktng Guide to Mt. Washington Range,
577. Washington Square, 432. Western
MasB., Hist, of, 581. White Mtn. Guides,
>93i S77- Winthrop, Life and Poems of Theo-
dore. 439. „

NoN-cvcuMG Authors.

T. B. AMrich, 431. D. Ammen, 352. O.
Arnold, 15, 309, yaS. E. M. Bacon, 113.

H. A. Beers, 466, 7or. S. G. W. Benjamin,
355» 483. W. H. Bishop, 431, 72S. C. A.
Bristed, 727-8. L. P. Brockett, 177. C. W.
Bryan, 700. W. C. Bryant, 216, 700. O.

B. Bunce, 700. H. C. Bunner, 727. C. S.
Calverley, 34. A. Gary, 73 r. H. Child, 577.
M. H. Cist, 352. P. Clarke, 570. G. H.
Cook, r74. J. F. Cowan, 324. W. Cowper,
406. J. D. Cox, 352. W. Decrow, 133. D.
Defoe, V. C. Dickens, 354, 466, 724. J. C.
R. Dorr, 366. A. Doubleday, 352. E. A.
Duyckinck, 434, 439. T. Dwight, 127. S. C.
Eastman, 577. R. W. Emerson, 721, 732.
L. H. Everts, 581. C. A. J. Farrar, 575. M,
F. Force, 352. B. Franklin, 702. Godet, 355.
O. Goldsmith, iv., 205. U. S. Grant, 732.
F. V. Greene, 352. M. Hale, 731. P. G.
Hamerton, 446, 46S-9. J. C. Harris, v.,
24, 380. R. Herrick, 472. J. G. Holland,
581, 728. W. D. Howells, 315, 428. W.
Howttt, 404. A. A. Humphreys, 352. H.
H. Jackson, 304. H. James, 432. S. John-
son, 408, 427, 436, 755. F. Kemble, 72S.
M. King, 1x3, X26. M. J. Lamb, 434. A.
Lang, 722. H. W. Longfellow, 430. B. J.
Lossing, 700. J. F. McClure, 658. A. T.
Mahan, 352. C. B. Martin, 281. J. A.
Moore,729. E. S. Nadal, 448. F. J. O'Brien,
391. F. W. Palfrey, 352, 386- J- G. Pang-
bom, 245. T. L. Peacock, 23. T. Percy,
65, 81, 87, 89, 96, 100, 155, 198, 43X. W. H.
Pickering, 577. G. E. Pond, 346. B. W.
Richardson, 685. J. C. Ropes, 352. E. R.
Sill, vi. J. R. Soley, 352. S. Stall, 323.
J. H. Stark, 366. J. F. Stephen, 733. T.
Stevens, 474. S. R. Stoddard, 185-6. M. F.
Sweetser, 293, 577. L. Tolstoi, 729. I.
Turgeneff, 728. M. Twain, iv., 356, 640.

C. D. Warner, 286-7. A. S. Webb, 352. H.
Willonghby, 570. T. Winthrop, 428-9,431,
438-9, 44 X. J. D. Woodward, 198.

N ON-CYCLING Journals.
Advertiser, Boston, 113. Advertiser, Calais,
Me., 263-4. Argus, Melbourne, 570. Army
& Navy Journal, N. Y., 346. Atlantic
Monthly, Boston, 430. Australasian, N. Y.,
570. Bat, London, 650. Bulletin, Mel-
bourne, 558, 652. Cape Ann Advertiser,
Ms., 674. Catskill Mtn. Breeze, N. Y.,
198. Century Magazine, N. Y., 483, 687.
Chronide, Moorestown, N. J., 178. Chroni-
cle, San Francisco, 431. Christian at Work,

Ixxviii TEN THOUSAND MILES ON A BICYCLE.

N. Y., 658. Church of Ireland Temperance
Visitor, 686. Clipper, N. Y., 494,680. Con-
tinent, Phila. (viii.). Country, London, 6S7.
Courier, Ballarat, Vict., 561-2. Courier,
Buffalo, N. Y., 5S8. Courier, Rochester,
577. Descriptive America, N. Y., 177. Dis-
patch, Pittsburg, 323. Evening News, Des-
erct, 520. Examiner, London, 551, 711. Ex-
press, Buff.ilo, N. Y., 588. Frank Leslie's
Sunday Magazine, N. Y,, 323. Free Press,
Aberdeen, Scot., 555. Gentlemen's Maga-
zine, London, 403. Globe, Boston, 618.
Good Words, London, 62, 685. Harper's
Magazine, N. Y., 158, 242. Harper's Weekly,
N. Y., 390-1, 402-4, 475, 483. Harper's Young
People, N. Y.,615. Herald, Auckland, 567.
Herald, Boston, 114. Herald, N. Y., 499>
583. 657- Herald, Rochester, 216. Herald
& News, W. Randolph, Vt., 672. Journal,
London, Ont., 669. Journal & Courier, New
Haven, 39S, 401. Knickerbocker Magazine,
N. Y., 216. Knox Student, Galesburg, 658.
Lake George Ripple, N. Y., 198. Lippin-
cott's Magazine, Phila., i, i63, 658, 70a.
Manufacturer's Gazette, Boston, 525. Mes-
senger, Marbhhead, Ms., a8i. Massachu-
setts Magazine, Boston, 680. Mrs. Grundy,
N. Y. (vii.). Morning Call, San Francisco,
492. Nation, N. Y., 281, 354, 433, 437, 450,
570,614. News, Chelsea, 525. News, Ham-
burg, Ger., 551. News & Chronicle, Stawell,
Vict., 56'>, 696. Norfolk Reformer, Simcoe,
Ont,, 33 r, 634, 669. Northwestern Christian
Advocate, Chicago, 499. Once a Month,
Melbourne, 560. Our Young Folks, Boston,
431. Petit Journal, Paris, 697. Pilot, Bos-
ton, 657. Post & Tribune, Detroit, 505.
Post-Dispatch, St. Louis, 528. Press, Phila-
delphia, 454. Puck, N. Y., 15, 36, 246, 409,
499, 669, 673. Record, Phila., 627. Refor-
mer, Bennington, Vi., 627. Republican,
Lansing, Mich.', 505. Republican, Spring-
field, Ms,, 115, 527. Royal Gazette, Bermuda,
366. Round Table, N. Y., 135. Saturday
Press, N. Y., 15. Scientific American, N.
Y., 403. Scribner's Monthly, N. Y., 431,
504,658. Stamboul Jonmal, Constantinople,
4S2. Statesman, Marshall, Mich., 323. Stu-
dent, Amherst, Ms., 114. Sun, N. Y., 154,
403. Table Talk, Ottumwa, la., 67a. Tas-
manian News, 563. Telegram, N. Y,, 280.
Texas Sittings, 668. Times, Calais, Me.,
265. Times, N. Y., ii., 356, 459. Times,

Philadelphia, 177. Times, Sydney* N. S
W., 696. Tit Bits, London, xciv. Tooth-
pick, Ashmore, 111., 489. Transcript, Port-
land, 257, 627. Tribune, Cambridge, 657.
Tribune, Chicago, 323. Tribune, N. Y.,
499i 597* 724, 72 7' Union, Springfield, Ms.,
580. University Quarterly, N. Y., 469. Van-
ity Fair, N. Y., 444. Yale Courant, New
Haven, 398. Yale Literary Ma(*azine, New
Haven, 399-402. World, N. Y., 584, 730-1,
7*3-

BiCYCLSS.

American Club, 509. American Rudge,
508. Arab Light Roadster, 535. Apollo
Light Roadster, 321. Ariel, 504, 519, 541,
546-7. Bayliss & Thomas, 348. Bone-shak-
ers, 394, 400-2. British Challenge, 183, 508,
Sao, 543. 545. 559. S'^'. 569. Carver. 503.
Centaur, 523. Challenge, 330, 537. Club,
505, 508, 523, 565, 569. Club Safety, 566.
Columbia, 148, 189, 324, 487, 501, 505, 507,
511, 520, 521, 524, 525, 565, 709. 7»2-3. Co-
lumbia Expert, 47, 59, 149. ^n^ 244, 3S8, 474,
484,492,503, 506,508,510-11, 513, 517,519-20,
523-30, 575-^, 578- Columbia Light Roadster,
527-9. " Columbia, Number 234," 35-^8,
86. Columbia Special, 503, 507-8, 51 r, 520,
521. Columbia Standard, 48, 59, 183, 244,
37S, 474, 4^4. 488-9, 494, 500, 503. 508, 5«»,
5»3, 5 '5. 519. 523. 528-9, 576. Coventry, 330.
Coventry Gentleman, 537. Coventry Ma-
chinist Co., 663. Cunningham Co., 653, 656,
666-7, 679, 712. Desideratum, 537. D. E.
H. F. Excelsior, 546, 569. D. E. H. F.
Premier, 519, 559, 561, 569. Duplex Excel-
sior, 517, 524, 546. Eclipse, 541, 547. Ex-
traordinary, 4S7, 505. Facile, 161, 509, 536,
537. 538, 553, 554, 555- Gentleman, 567.
Gentleman's Club, 569. Gentleman's Road-
ster, 542. Gormully & Jeffery, 683, 798.
Hartford, 401. Harvard, 138, 189, 493, 502,
508, 520, 524. Hollow Spoke Roadster, 542.
Howe, 552. Humber, 509, 516, 517, 524, 542.
Ideal, 493. Interchangeable, 546. Invinci-
ble, 517, 559. Ivel Safety, 557-8. John
Bull, 507. Kangaroo, 508-9. Keen, 547.
Lynn Express, 537. Matchless, 50S, 532,
563. Monod, 401. Newton Challenge, 508.
Otto, 521, 529. Overman Wheel Co., 662,
663-5, 676. Paragon, 504, 517. Perfection*
546. Pickering, 392, 400-5. Pony .Star, 509.
Pope Mfg. Co., 24-6, 36, 40, 42, 47-8, 86, 94,
«39, '89, 485, 5o»-2, S»«i 523, 526, 565.657-60,

INDEX OF PERSONS.

Ixxix

«♦» 7tt»-3. 7"-«3» 799- Premier, 327, 519,
5*9. 5S9f S«» » f 5^- President, 49* • R • & P. ,
657. Regent, 540, Rover Safety, 535, 545.
Royal Mail, 508, 527. Ruckcr, 509, 530,
5i6, 542, 543- Rudge, laS, 139, 183, 32'.
joo, soS-10, 6S9. Rudge Light Roadster, 388,
5o8» 5«3» 526. S^Ji 5^7i 578, 679. Rudge
Safety, 537. Safety, 505. Safety (King), 672.
St. Nicholas, 524. Sandringham, 538. Sans-
pareil, 324, 50S-9, 520, 524-5, 530. Shadow,
50S. Singer, 348, 527. Singer Challenge,
537. H. B. Smith Machine Co., 671. Special
Club, 50S. Stanley, 517. Stanley Head Ex-
celsior, 546. Star, 164, 172, 257, 267, 269-71,
t74, 320, 508, 520.1, 525, 530. 549, 575. 577-
Union, 508. Velocity, 50S. Victor, 487, 493,
S08, 516, 519, 524-5» 527. 676. Xlra, 348, 505-
Yale, 508, 509, 516, 519, 530.

Tricyclbs,
Beeston Humbsr, 557-S, 58S. Carver, 535.
Centaur Tandem, 535. Challenge, 686.
Cheylcsmore Qub, 562, 565-6. Cheylesmore
Sociable, 589. Club Racer, 535. Qub So-
ciable, 535. Columbia, 503, 508, 509, 511,
528. Coventry Convertible, 517. Coventry
Rotary, 513, 686. Crescent, 526. Cripper,
517, 526, 552, 554. Dearlc^ve, 543. Diana,
686. Excelsior, 503, 569. H umber, 509, 530,
535» 543, 54*^. 55 «» 554-6, 686. Humber Tan-
dim. 509. Imperial Club, 535, 554. Invin-
cible. 517. National, 511. Omnicyde, 686.
Premier, 524, 686. Qiuidrant, 535, 686.
Rotary, 535. Royal Mail, 526, 554. Royal
Salvo, 503. Royal Salvo Sociable, 517.
Rucker, 686. Rucker Tandem, 509. Rudge,
526. Rudge Tandem, 525. Special Chal-
lenge* 535- Tandem, 535. Traveller, 509,
526. Victor, 50S, 50J, 526.

AtrrOBIOGRAPHIC AND PSRSONAL.

Ancestry, 722-3. Appointments for wheel-
ing, 730. Authorship, iv., 405, 722-3. Aver-
age roan in physique. An, v., 473. Awe an
unknown element, 471, 727. Birthday Fan-
tasie (verse). A, 23. Boat-race manager at
New London, 130. Bone-shaker days, 391-
406. Book, History of this, 701-719. Busi-
ness-man, in spite of myself. A, vii., 483.
Centenarian kinsman. My, 723. Change of
" Kol Kron " to " Karl," 720. Class poet
and historian, 39a, 401. Collector of post-
age-stamps, 722. "Coll. Chron." of Worlds

730, 723. Companionship the highest hap-
piness, 467. Compensations of a quiet life,
467, 731. Conceit, 732. Costume for riding,
x6-22. Death, 380, 733. Deviation in career,
c:iuscd by cycling, 406. Digging my way out
to freedom, 725. Disclaimers : as to ambiiion,
309f 733; athleticism, iv. ; boastfuliiess, v.,
5S2 ; college honors and prizes, 722 ; competi-
tion, v., 484, 721-3; egotism, v., vii.; envy,
V-, 393, 47i> 722, 730; fame, 309; hemiit-iife,
467; hero-worship, 464; literary skill, iv.,
716; notoriety, vii., 281, 729; ostentation,
729, 733 ; partisanship, 726 ; prais?, vi. ; van-
ity, v., 701, 716, 732. Dislike for "literary
men '' and " athletes," iv. ; for " medicine-
men," 62. Divertissemtnt as the permanent
element of life, 722. Early days with " Curl,"
407-251 471* Editor of college magazine,
392-31 399* Emersonian maxims, 723, 732.
Enemies, 731. European travel, 405-6. Forty,
vi., 725, 732. Friends, 467, 726-7. Gen-
ealogy, A student of, 722. Gift-taking, Ob-
jections to, 713-4. Golden Fleas (verse). My
search for the, 23, 406. Govemmsnt by in-
terference. My hatred of, 726. " Great ex-
pectations " as a bookseller, vii. Happiness,
Ideal of future, 309, 467. Health, 62, 294,
307. Hopefulness as a self-deception, 716.
Hopes for the future, Three, viii. H umorous
sense, 721-2, 727. Illness, 62, 294. Indebted-
ness to family and friends, 727. Independ-
ence protected by obscurity, 2S0. Indsx-
maker in college, 392-3, 401. Indian as an
ideal, 295, 466. Indifference to " recogni-
tion," 727. Impartiality towards "the trade,"
vii., 712-4. Lament for the Legal-Tender
decision, 464. League, Business-stake in the,
720. Left-hand penmanship acquired, vi.,
483, 710. Life as viewed in retrospect, vi.
Literary and theatrical people, IndifF>:rence
to, iv., 728. Literary ideal. Simplicity of, iv.
London life, 405-6, 427, 471. Longevity,
Chances of, 723, 732. Lost inheritanc.*, r^'o.
Marriage, 472, 723, 731. Mechanical aptitvtde,
Lack of, 36, 713. Middle-age, 44, 294. Mind
and character, 732. Money-making capacity,
vi., 392, 720, 725. Mount Tom, Aff^'Ction for,
252. " My Second Ten Thousand," Pro-
posals for, 211, 501, 573, 590, 716-7. Nar-
row escapes, 45, 413, 733. Ol>8ervalion of
prominent people, "out of harnes.s," 727.
Optimism, 731, Overwork, Attempts to es-
cape, 720, 725. Personal revelations a busi-

Ixxx

TEN THOUSAND MILES ON A BICYCLE.

ness-necessity, vii. " Phflately," A writer
on, 732-3. Physique, v., 59, 61, 62, 153, 294,
307. Political prejudices, 736. Portrait never
"exchanged," aSo. Preference for small
tasks, 723. Pride, 732. Procrastination pre-
vents English tour, 406. Publisher, Pay as
^1 715* 724- Relations with wheelmen, 729.
Representative spokesman for the hobby, As
a, vi. Respect for fellow-residents of the U.
B., 462. Right-hand disabled by too much
pen-work, vi., 483, 710. Rowing, 61. Rule
of non-membership, 720. Running, 6t. Sar-
casms of destiny, 724-5. Self-reliance, 722.
Slowness, iv., 731. Snapper-up of uncon-
sidered trifles, Asa, v., 716. "Solidarity"
with Stevens, 484. Solitude in the U. B.,
Experiences of, 463. Spectator of society.
As a, 467, 722, 72S-9, 731. Sports of child-
hood, with " Curl," 413-21. Statistical show-
ing of my personal part in the book, xx.
Steadfastness, 725. Subscript ion -solicitor as
undergraduate, 392. Suspension from col-
lege, 392, 404. Swimming, 61. " Thirtieth
Street " reminiscences, 452. Touring, Equip-
ment for, 16-22 ; Leisure gained for, 720.
Travels in Europe, 405-6. Two exploits
I should have been proud of, 464. Two sol-
diers whom I admired, 386, 439. Under-
graduate reminiscences, 391-405, 466. Van-
ity disclaimed, 701, 716, 732. Verses voic-
ing my philosophy, 15, 23, 34, 63, 304, 309*
728, 729, 730, 731, 800. Visitors, Recep-
tion of, 729. Volubility as a book-agent, 724.
Walking, 61. Wealth, 15, 720, 731. Work-
hours favorable for touring, 720, IVorld
work as college chronicler, 720-1. Yale,
Book about, 405, 711, 722. Vale graduate,
Biography as a, 732. Yankee from Yankee-
ville, A thoroughbred, 36, 722-3. Yale men
in New York, Directory of, 464.

Whebung Autobioc;raphy.
Analysis of 234 rides, 49-63. Ankle sprained,
241. Bathing, 61. Bed-bugs in MaryLind, 239.
Bermuda trip forces U. S. Government to
class tourists* cycles as " personal effects,
exempt from duty," 368-70. Bone-shaker ex-
periences in 1869, 391-406. Boots immortal-
ized, 279. Boston pilgrimage for purchase of
" No. 234," 25. Clothes for riding, Cost of,
41. Club-swinging, 61, 395, 405. Coasting,
S». 5^. 23? Cold weather, 246-54, 298-9, 342.
Cramps, 59, 363. Cyclometer*, Experiences

with (Butcher), 147, 374, 378 ; (McDonnelT).
248 ; (Pope), 24, 26, 47, 5S2 ; oflFer to test, 714,
Daily riding averages, 49. Drinking, 54, 6a,
516. Eating, 61. Elbow broken by first fall
from saddle, 24, 62, 307. Falls of my 1400
m. tour, 306. Fastest rides, 58, 233, 313,
362. Fifty-mile rides, *8o to '82, 50-51, 54-
First sight of a velocipede, in '69, 393. Firsc
trial of a bicycle, in '79, 156. Food, 6i, 313,
36a. Foot, Injury to, 306, Fording, 22S, 24 «,
375. 378-8«. 383- Headers, 55, 238, 273. 363,
373. Hill climbing, 53, 58, 272 (71 corrected,
582). Hotel mi.series, 13, 150, 205, 309, 227,
229,230, 241, 326, 338. Hundred-mile run,
312. League founded in my honor, 24; my
business-stake in its success, 720. Leisure
for touring. How gained, 720. Longest
tour. Inspiration of my, 295. Long stays in
saddle, 52-53, 122, 313, 343. Malarial sweats
cured by riding, 294-5, 308. Mechanical
aptitude, Lack of, 36, 713. Mileage of sepa-
rate roadway estimated, 31. Memorial plac-
ard on " No. 234," 48. Moonlight, Longest
ride by, 318. Mud-clogging, 228, 349, 373.
Night-riding, 56, 205, 2^7, 240, 241, 248, 252,
298» 3«»i3»3. 318, 336, 338, 344. 360, 377.
Objections to bags, 17; bells, iS, 22, 55;
belts, 18, 22 ; crdwds, 256, 272 ; large wheels,
59; medicine-men, 62; tobacco, 62, 63;
whistles, 55. Pedestrian, Record as a, 61.
Physique, Tests of, 54, 61, 153. Queerest
ride of aU, 380. Railroad mileage summary,
31, 33. Road-riding summaries, 1879- '82,
26-31, 49-51. Race, My only, 362. Rainy
rides, 228, 262, 283, 29S, 304-5, 380. Risks.
53, »53, 362, 380. Saddle-soreness, 307. Sea
voyages, 282, 392, 358, 363. Size of wheel.
Preference as to small, 59-61. Snow-storms,
351, 298, 342. Statistics of mileage com-
pared, 31, 296, 317, 384, 388. Sunstroke in-
vited on Long Island, 54, 153. Thefts, 57.
Tliunder-storm, Descent of the Blue Ridge in
a, 380. Touring as related to working hours,
720 ; equipments for, 16-22. Tours outlined.
Earliest, II, 26-31, 42. Training, 62. Trium-
phant finish of the thousand-mile trail, 304.
Vow to refrain from riding, 388, 733. Water
routes, Summary of mileage on, 32. Wear
and tear of machine, 37-41. Weariest day*s
tour in four years (Ky.), 230. Week*s mile-
age, Longest, 296. Weight and height, 59.
World's record for straightaway touring, won
by 1400 m. ride of 18S3, 300, 532, 549, 551.

hXDEX OF PERSONS.

lyYYi

This Book of Mine, 701-733.
Advertisements excluded, as a pledge of
impartiality, 714, 719. Amusement and in-
struction for uoo-cyders, iv. Autobiography
between the lines. An, vi. Autograph edi-
tion, Signing 3368 fly-leaves for the, vi., 710.
BL IVariifs cold shoulder for the scheme,
604. Bookselling against trade-precedent,
▼ii. Boston's notions contrasted with New
Yoric*s, 70S. Bull-dog as an inspiration, 703.
Business basis of good-will, vi., vii., 701, 714,
716, 720, 732. Circulars and specimen chap-
ters, 704-9. Collegians not attracted, 708-9.
Columbia bicycles. Incidental adv. of, 712-3.
Comparison of my scheme to Stevens's round-
the-fi'orld tour, 483. Complimentary copies
for subscribing editors, 711. Conception, vi.,
702. Contents-table, ix.-xx. Contract with
Springfield Printing Co., 707, 710. Copartner-
ship with 3000 advance subscribers, vii., 701,
714, 732. Corrections from authors and pub-
lishers, 71S. Coftts of road-book making in
general, 715. Criticisms invited, 715, 719.
Curiosity of literature. As a, vi., 469. Dates
of publication hoped for, 705, 707, 709-10.
D^ication, ii. Delays and interruptions,
733-6. Egotism as a business-necessity, v.,
vi., 701. Electroiyping, 573, 590, 707, 710, ix.-
xx. English subs., Attraction of, 706, 709.
Enthusiasm immortalized by the subscription-
list, vi., 4S4. EnthuMasm of private canvass-
ers, 705, 709. Estimates of cost and chances,
703-71 712, 732. Estimates of number of
words, XX. "Free advertisement " begrudged
at Boston, 704; but cheerfully offered at all
other places, 705-9; given by my book to
every one, 714 ; objections analyzed, 718 ; re-
sulting from censure, 719 ; sneers at, 484, 671 ;
trade advantage of, 653. Geographical range
of my subscribers, vii., xx. Gift-taking, Ob-
jections to, 712-14. Hotels and libraries. Sell-
ing the book to, 714. Impartiality shown by
exclusion of advertisements, 714. Independ-
ence of all Popes and powers, 713. Indexing,
My ideal of, as a final cause, viii., 702. In-
spiriog causes, 673, 702-3. Last apologies for
the latest*written chapter, 573, 590. Literary
ideal. Simplicity of, iv., 474. London cycling
press. Treatment by, 695. Mailing of books
from Springfield, 712, 714, 799. Manufact-
aring. Contract for, 707, 710. Misprint of
"|i. 50'* for "^,"73*, 734, 799- Money-
making, Chance of, vi., 7011 73a. Opinions

of subscribers wanted, 714-5. Pay wanted for
publishing, 715. Political interruption. A,

726. Pope Mfg. Co.'s offers of support, 703,
711-13. Predictions of failure, 704, 706, 711.
Preface, iii.-viii. Press, Treatment by the,
704-9, 718. Price misprinted at " $1.50 " in-
stead of "$a," 732, 734, 799. Printing,
Progress of, 710. Proof-reading, viii., 710-11.
Prospectus (Dec. 3, '83), 704, (May 8, '84)
705. Puffery as distinguished from advertis-
ing, 718, Reciprocation asked for, 718, 720.
Reviewers, Suggestions to, viii. Scientific
and unobtrusive egotism, v. Scope defined,
ii. Special ed. of 200 on heavy paper, 710.
Springfield Printing Co., 707, 710-12. Sub-
scription-list, Growth of, xix., 704-9; signifi-
cance of, as a monument of sympathy, vi.
" Ten Thousand Miles on a Bicycle," 45,
4^ 28 », 35», 372, 381, 383, 388, 469, 483-4,
<^S5» 702. Tradesmen, Indifference of, 709,
71a ; reasons why they should freely advertise
and help its sale, 653. Type, Preferences as
to size of, vii., 716-17. Undergraduates un-
interested, 708-9. Unpaid agents as book-sell-
ers, vii. Warnings for the " general reader,"
iii. IVkeePs liberal support, 704-5, 707-8.
Wheeling and WheelmerCs Gazette give aid,
706-9. Words, Estimated number of, xx.
Working the outside press, 708. "X. M.
Miles " as a title, 704.

Philosophical and Sociai^
Affectations of society, 468. Affection and
sympathy in cycling, 14, 729. Appearances,
The cost of, 729 ; deceitf ulness of, 408 ; keep-
ing up of, in England, 446. Aristocracy,
396-7, 448-9- Bachelors' chambers, 440-2,
455-6. Bashfulness a form of vanity, 50a.
Birthdays, 502. Boastfulness, 502. Bohe-
mianism, 469. Bores, 5, 309, 454, 471, 731-a.
" Boy-like " a better adjective than " boy-
ish," 14. Buildings, Lack of individuality
in, 426; human-like changes in, 430. Cen-
sure inspires curiosity, 719. Character a
growth, 426 ; estimates of, 631. Childhood's
egotism charming,. 732. Class enthusiasm at
college, 391. Clothes, 16. Collegiate finances.
Proper management of, 437. Colorlessness
of " society people," 447-3, 455, Companion-
ship, The cost of, 255. Compensations, The
law of, 309, 731. Concierge as autocrat of
Paris, The, 458. Condescension in thi clergy,

727. Conformity, The Yoke of, 443-4, 448,

Ixxxii TEN THOUSAND MILES ON A BICYCLE,

454. Contempt best shown by silence, 596.
Courage, Suggestions about, 725. Custom
u Juggernaut, 444. Danger as a fascination,
380. Death, The fear of, 468 ; the mystery
of, 732-3. Democracy, An ideal, 396 ; social
drift towards, 448. Eccentricity, Pain in the
consciousness of, 443, 455. Eonomy of pay-
ing a good price for the best, 606. Egotism,
v., 732. Elegancies of living not forbidden
by isolation, 456. Endowments for colleges.
Influences affecting, 435-7. English house-
hold comfort superior to American, 444-5,
449-50. Enlightened selfishness, 719. Ex-
clusiveness, 449. Fallacy of getting some-
thing for nothing, 604. Fame, Emptiness
of. iSi 309. 439, 465, 728-9, 733- Familiarity
kills literary curiosity, 731. Family perma-
nence not possible in America, 722. Fatigue
of false pleasure, 309. Fighting for con-
science' sake, 386 ; for peace, 466. Freedom,
The charm of, 255, 280, 462, 466 ; the costs
of, 444, 468; the ideal home of, 428, 472.
Genealogy, Scientific lessons of, 723. Gen-
erosity of wealthy Americans, 435. Genius,
The secret of, 14. Gossip harmful by ex-
cess, 280. Graduation-year, The memory of,
391. Gravity defined by Rochefoucauld,
727. Happiness in keeping boy-like, 14 ; con-
ditioned on health, 294 ; of congenial work,
468 ; of mental freedom, 469 ; of wheeling in
foreign^lands, 309. Hermits, Apparent and
real, 467-8. Hobby-rider as a bore. The, 5.
Hoggishness, 10,615,621. Hospitality, Per-
fect machinery for (in England), 442 ; diffi-
culties of (in America), 449-50. Hotels, 442,
450, 601-6. Humor of disappointment, The,
256. Hypocrisy of " amateurism," 628, 630,
649. Imitation, The servility of, 446, 453,
468. Independence defined by Hamerton, 468.
Intellectual exhilaration in long-distance tour-
ing, 301-3. Insularity of British business-
men, 484. Janitors, A study of, 457-60. Lit-
erary faculty a form of weakness, 728. Local
limitations of "position,^ 448. Local pride
as a spur to public spirit, 436. Love, 15, 136,
409-10, 442-3 , 47*. 73 '• Lying, 6, *o, 397, 733-
Matrimonial ideals, 442. Memory, Fallibil-
ity of, 391, 399, 404. Mental liberty, 454,
468-9, 47a. " Money " a universal language,
284, 701. Motto for an honorable life, 6S0.
Negroep* behavior at Bermuda, 364. Origin-
ality, French hatred of, 468. Ostentation,
467, 469. Philistinism, 469. Pleasure of ** I

told you so," The, 276. Politics, A citizen's
duty towards, 726 ; a less-dignified game than
wheeling, 309 ; a topic for conversation, 450.
Publicity, The curse of, 281 ; privacy made
by, 429, 443. Puffery, The mistake of, 718.
Respectability, English ideal of, 446 ; French
ideal, 468. Repute and reality, jA. Rich
and poor, 630, 720, 729. Rivalries of men
and women contrasted, 721 ; of Western
cities, 436. Savage, Suggestions of the, 6r,
62, 295, 309, 454-5, 466-9, 731. Sectarian con-
trol of colleges, 435. Self -absorption. An-
tidotes for, 466. Self-confidence, Rarity of,
448-9. Self-suppression in London and New
York, 427, 447. Servitude to servants (in
America), 449-5° \ (in England), 445-7- Silence
the bitterest form of contempt, 596. Sincerity
of "last words," 730; in solitude, 467-9.
Slaughter as the chief basis of renown, 465.
Snobbery shown by " amateurism," 650. So-
cial significance of various residence-quarters
in N. Y., 65, 452. Society, as an ancient and
interesting game, 728-9. Solitude, Pleasures
of, 7, 34, 255, 406, 432, 454-6, 467-9 1 solace for,
14 ; terror of to evil-doers, 44? *, test of char-
acter, 462. Sophistry as a lawyer's main-
stay, 724. Sport's highest function, 739.
Superstitions, 409, 413, 430, 463. Sympathy
in a common hobby, vi., 5. Theatrical life
defined by Fanny Kemble, 728. Thieves*
shrewdness, 441. Tonic quality in hard work,
309, 468. Travel, Advantages of foreign,
a, 469 ; necessity of for Englishmen, 447 ;
relative' isolation in, 454. Triumph, Def-
inition of, 304. Undergraduates as demo-
crats and aristocrats, 396. Vanity as a lit-
erary inspiration, 701; in portraiture, aSo;
melancholy tokens of at Mammoth Cave,
381 ; density of in " social leaders," 455 ;
solitude as a deliverance from, 468 ; shown by
bashfulness, 502 ; twists the street numbers,
586. Veneration, 448. Verbosity of Evarts
defended, 724. Votes, The significance of,
726 ; the power of, for rebuking the preten-
sions of the Great American Hog, 615, 621.
War and peace, 386, 439. Wealth, 1 5, 396, 453,
469. Whims, Distinction between positive
and negative, 28 r. Wives and mistresses,
441-4. Woods, A home in the, as an escape
from conformity, 444, 454-6, 467-8. Youth :
its generous " illusions " defended by Renan,
472 ; its pricelessneas proclaimed by the
hopeless longing of Turgeneff, 728.

INDEX OF PERSONS.

Ixxxiii

Incidbnts AKD ACaOBNTS.
Ankle sprained on the tow-path, 56,
»4i. Bad boy at Port Chester, 54. Be-
nighted in Virginia mud, 375. Boston
mfiianism at lantern-parade, 371. Canal
"coolers," 340. Clothes rent, 307. Col-
lisions, 55, 733, 529. Crossing an engine-
hose, 516. Descending the Blue Ridge in
a thunder-storm, 380. Dog-bite at Yonkers,
18. Dog carried on tricycle by Australian
toorist, 565. Elbow-breaking of my ear-
liest ride, 24, 62, 307. Englishmen's mis-
haps, 539-40. Falls and breakage of bicy-
cl*! 37-40t 54. 306-7. Fleeing from the
customs officers, 575. Ford-crossing in a
fanner's cart, 378, 3S3. Fording the rivers
in New Zealand, 56S. Forgetful inn-keeper,
The, 3 18. Hard luck at Bagg's Hotel, 209.
Headers of the Down-East party, 260, 276 ;
of T. Stevens, 475, 478, 480. Horses, en-
counters wiih, 57, 226, 321, 395-8. Immu-
nity from accidents, 507, 511, 532, 537, 545,
547, 585. Insolence of hotel-clerk rebuked,
338. Jumping on a nail, 306. Lantern
parade interrupted, 371. Mules scared on
ihe Ene tow-path, 9, 199, 208. Mules scare
me on the D. & H. path, 44, 340. Nar-
row escapes : from a drunken man's whip,
at Springfield, 57 ; from runaway mules at
Honesdale, 45 ; from a recklessly-driven
horse at Somerville, 733 ; from sunstroke,
on the " hottest day of eleven years," 54,
153. Pilfering, 57. Pocket-book lost and
restored, 150. Prospect Park fatality, 586.
Racing for the homeward steamer, 362.
Rattlesnake bite in Nebraska, 478. Road-
race interrupted by frightened mare, 321.
Stevens (T.) in Afghanistan, 571 ; at An-
gora, 48a ; in a Persian snow-storm, 570;
mobbed in China, 572. Talks with specta-
tors of the Bull Run battles, 375. Upset
by bad boy of Port Chester, 54.

WoMKJf.

Acquaintances alluded to, 136, 410,
433, 4^, 450, 453, 731. Adulation of
the dergy, 737. Mrs. Allen's long tri-
cycle ride. 554. "Amaryllis," 44a. Amen-
can iodal tjrpeSt 449' Australian tricycle
toarists, 56a. Mrs. President Bates, 505.
Miss Brock's sketch of Wcyer's cave, 382.
Gary nsters, 731. " Cecil Dreeme," 438-9,
44(' Chance to learn tricyding at Orange,

588. Characters in H. James's novel,
" Washington Square," 43a. Charmers of
Calais, The, 266. Citizenesses of Machias,
27a. Condexge's wife, 458. Countess de
Castiglione's vanity, a8o. Mrs. J. C. R.
Dorr's " Bermudian Days," 366-7. Miss
Erskine's book on " Tricycling for ladies,"
684. Fifth Avenue residents, 453. Girl-
graduates in Kentucky, 23a. Hatred of
each other, 721. Hotel life, 450. H. H.'s
definition of triumph, 304. Inquisitiveness,
302. " Isabel's" notions, 216, 447. Mrs.
Kemble's opinion of theatrical life, 728.
Mrs. M, J. Lamb's " Hist, of N. Y. City,"
433- Mrs. F. T. McCray's cycling novel,
655. 675. " M'd'lle des Mollets," 429, 439.
Maidens of college days, 136. Mammoth
Cave, Suggested troubles at, 383. Mat-
rons' conversation, 450. Mrs. C. B. Mar-
tin's book of Mt. Desert, 281. Matrimo-
nial allusions, 280, 410, 472, 731. Mem-
bers of C. T. C, 638. Mistresses and
wives, 442-4. Mileage records, 528, 530,
543. 554, 562. Newspaper gossip, a8i.
Novel of tricyding, 655, 675. Orange
Wanderers, 530. Mrs. PenneQ's tricycling
tours, 530, 655, 687. Queen Victoria, 471.
Mrs. Radcliffe's novels, 430. Rarity of
"character," 426. Reproaches from, on
tow-path and sidewalk , 9, 1 1. Rivalry, 72 1 .
" Rosalind," 439. Miss E. L. Smith's
cycling novel, 655, 675. Miss Sylvester,
" bicyclienne," 530. " Sweet Singer of
Mich.," Quotation from the, 729. Timid-
ity of, in horse-driving, 10, 3 13. Tricyclers,
517. 5»9. 52I1 5»3, S«4, 528. 530. 534. 54«,
564. "Tricycling for Ladies," Miss Ers-
kine's book on, 684. Tricycling tours,
Mrs. Pennell's, 530, 655, 687. Servant-
girls' dread of the U. B., 431, 440; modes
of ruling their employers in England and
America, 445, 449. " Skatorial queen,"
400. Universal rivals, 731. Velodpede
racers in Paris, 403. " Viola," 439. " Vir- .
ginia," 442. Visitors to the University
Building, 441^. 470- Waiters in the Mo-
hawk Valley, 13. " Wheds and Whims,"
655, 675. Miss Winthrop's book, 439.
Wives of whedmen, 505, 506, 508, 516, 517,
519, 5a», 5^3. 5»4, 5a8» 53o. 548, 554.
Writers quoted or alluded to, 3^1, 304,
366-7, 382, 433. 530, 655, 67$, 684, 687, 728,
7»9. 73 «•

ADDENDA ET CORRIQENDA.

Lbagub Politics. — Recent even is require a correction of the complimentary opinions on
pp. 618, 620-1. On Mar. 24, 'S;, the President of the L. A. W. removed from the office of
Representative of the Penn. Division the man who had for two and a half years served with
great apparent efficiency as League Secretary-Editor, " for malfeasance, upon the following
grounds, namely: (i) In that, being such Representative and also Secretary- Editor of said League,
you wrongfully converted and appropriated to your own use the funds of said League, collected
by you in your official capacity. (2) In that, being such Representative, you instigated ahd are
instigating, aiding, and abetting the circulation of scandalous, libelous and false sta.tenients as
to the conduct and motives of the Executive Committee of said League, and of its Board of
Officers at the recent meeting in January last. (3) In that, being such Representative and
owing allegiance to said League, you conspired with a certain official thereof, namely, John A.
Wells, Chief Consul of Pennsylvania, to procure the cancellation of advertising contracts for the
BuUetbty and the execution in the place thereof of contracts with said Wells, individually, for such
advertising, thereby endeavoring to divert legitimate business from said BuUetin and to injure
and if possible destroy its publication." The man last named was also removed by the Presi-
dent, at the same lime, "for malfeasance, upon the following grounds, namely : (i) In that,
being Chief Consul of Pennsylvania, and Secretary pro tempore of said League, you received
official papers and refused and neglected to deliver them to your successor as Secretary, but
turned them over to the committee of an adverse faction inimical to the Executive Committee
and Board of Officers. • • • (4) In tliat, being such Chief Consul and owing alle-
giance to said League, and being in duty bound to aid and assist it, you attached by legal proc-
ess the entire bank account and the office effects thereof at Philadelphia, for an alleged daim for
advertising commissions, payment of which had not been refused, to an amount largely in excess
of said supposed claim, with the object of hindering, harassing, and annoying the Executive
Committee and officers of said League, and by such unjustifiable duress of compelling payment
of said alleged claim." The second and third charges against the C. C. were identical with
the second and third against the ex-Secretary, whose note of Mar. 2S, accepting the removal,
said : " I have decided, much against my own personal Interests, to drop the controversy where
it now is and to refrain from any further comments on the charges thus far made against me ;
though their truth I emphatically deny." All the foregoing appeared in the Bulletin of Apr. i
(p. 266) ; and its issue of Apr. 15 (p. 298) contained these final words from the ex-Secretary,
dated April 9 : " I hereby resign my membership in the League of American Wheelmen."

The full history of this deplorable case covered six pages of fine type in the BuUetin of
Mar. II, '87, and was in form an '* official statement by the Executive Committee to the offi-
cers and members of the League." For the clear and moderate language of the narrative, and
the business-like way in which the letters of the ex-Secretary were marshaled in unanswer-
able evidence against himself, I suppose credit must be given to the legal member of the com-
mittee, J. C. Gulick. As early as the Board meeting of Feb. 22, *86, the Secretary's mode of
keeping accounts had been sharply criticised (5«//e/m, pp. 192, 216-18), and at the next or
annual meeting. May 28, the Executive Committee were instructed to prepare a report showing
the exact finandal condition of his office. The Secretary absented himself from that meeting,
on the plea of illness caused by overwork, and was represented there by J. A. Wells (" Sec.-£d.
pro /*»r.,"— a special partner in the firm of E. Stanley Hart & Co., printers of the Bnlhiin),
who declared that two designated banks of Philadelphia then held League funds amcranting to
*4438.v (s«« verbatim report, Bulletin, June 11, »86, p. 536, 1st col.). Though this partly
allayed the suspicions aroused by the Secretary's failure to send the Division treasureis their
money, the Executive were nevertheless ordered to investigate him, as aforesaid ; and he tkere-

ADDENDA: LEAGUE POLITICS. kxxv

upon, seeing that exposure was inevitable, wrote to the President (June i6, ^), confessing
** an inexplicable and inexcusable loss of jj^soo, whereof at least 1^4500 belonged to the L. A.
W. ; and 1 am left without a cent of my own to replace it with." The committee, being in
doubt as to their ability to carry on a criminal prosecution in behalf of an unincorporated body,
—or to collect the 1^3000 bonds whidi had been signed to it, " as a corporation," by two Phila-
delphiaus, as sureties for the Secretary's honesty,— decided to use the self-incriminatory letter
as a bait for getting back the lost money, before they discharged the defaulter from his official
post. By the employment of a firm of expert acaiuntants, Vesey & Vesey, and the payment of
some $750, for this and other incidental expenses, they discovered that the defalcation had at
one time been about #5700 ; they put in operation a new set of books which would render further
irregularities much more difficult of concealment ; and they finally, on Aug. 3 1, got back the last of
the missing cash. Before returning his written " confession " to the Secretary, they had a copy of
it taken and sworn to (as printed in BuHttin^ Mar. ti, '87, p. aoi); and the accountants, Vesey
& Vesey, also took copies from this original letter, and they publicly declared that, from
their familiarity with the Secretary's handwriting, they had no question whatever of its authen>
ticity {/imerican Athlete^ April a, '87, p. 57), — though he himself denied it as a '* preposterous
fabrication " (./4 . A.^ Mar. 19, p. 42). The accountants discovered that the net loss on 18
months' publication of the BmlUtm had been " within $200 of $5000," despite the annual allow-
ance of $3500 for salaries and rent, and extra grants for postage and incidentab ; and they de-
clared their inability to get from the Secretary the check-books, pass-books or checks which
Bnight show his transaaions with the bank where he deiwsited most of the League money.

It should be noted that the funds were restored just before the stated Board meeting of Sept.
3, *86, thus allowing the committee to make a favorable report of their investigation {Bul.^ Sept. 17,
p. 298), instead of announcing the deficiency. They next worked assiduously to secure from
the Sccretauy a legally valid bond of 1^3000, in substitution for the imperfect one which nomi-
nally held him ; and they got it, Oct. 39, or more than a month after their first written demand
had followed their verbal request. Upwards of a dozen letters were exchanged in this interval
and they may be perused by whoever is curious to study the Secretary's skill as a prevaricator
{Bml.y Mar. 11, '87, pp. 204-5); but the final phrase of the final one, dated Oct. 25, which brought
his pn>crastination to an end, was this : "If the said satisfactory bond is not in our hands
before Nov. i, the committee will be under the necessity of removing you from the office." A
unDarly inexcusable delay was shown by him in obeying the recommendation made in the
eariiest report of the expert accountant (June 30, '86; see Bul.^ Feb. xi. Mar. 11, '87, pp. 117,
205), that he should no longer be allowed to deposit League money in his own private bank
account, or to draw checks upon it without the counter-signature of one of the Executive Commit-
tee ; for the November checks were the earliest ones forwarded to them for such signature," there-
by revealing that J. A. Wells, whom we had assumed as a voluntary friendly assistant, was drawing
iraauthorized pay, for commissions on Bulletm advertisements." At the earliest committee-meet-
ing after this disclosure (Phila., Dec. 12), " it was at first determined to demand the Secretary's
resignation " ; but desire to avoid public scandal— the same motive which had previously led
the committee to treat him with what their critics call undue indulgence — induced them to post-
pone action, in the hope that at the annual winter meeting of the full Board, appointed for Jan.
17, a new Secretary might be quietly elected, and the League's good name be kept untarnished.

" Before many da>'s, however, it became clear that such delay was injudicious, and that the
Secretary should either tender his resignation, be requested to resign, or else be removed from
office, before the convention met. A letter from the President to that eflFect brought him and
Mr. Wells to New York for an interview, wiih the cool statement that the resignation would be
offered on the condition that Mr. W. should be appointed his successor." The President hav
ing insisted on the impropriety of this, and referred the matter to the Executive Committee, Mr.
W. appeared before them and "gave assurance that he would admit an unconditional resigna-
tion by the Secretary, to take effect at once,"— but in the hope that this concession would im-
prove his own chances of appointment. On Jan. 11, '87, the President telegraphed to him :
'* Have reoeived resignation. Will you accept Sec- Ed. 's office until Jan. 17? If so, publish

Ixxxvi TEN THOUSAND MILES ON A BICYCLE.

resignation and appointment in BuUetin.^^ That paper of Jan. 14 (pp. 30-31) printed the Sec-
retary's letter, which was dated Jan. i, and said the resignation was " caused by the acceptance
of a very flattering business offer," and would " take effect on the election of my successor,
Jan. 17," — which limitation had not been noticed by the President when he sent the telegnm.
On the mere authority of this telegram, the Secretary printed a formal letter, of same date, with
the President's signature attached to the following phrase : " It affords me pleasure to appoint
to this responsible position Mr. John A. Wells, Chief Consul of the Pennsylvania Division,
and I take this opportunity to congratulate the League on the fact that a gentleman of Mr.
Wells' well-known abilities has been induced to accept the position." {Bul.^ Jan. 14, '87, p.
31). As the President never wrote these words, they were presumably fabricated by the Secre-
tary, who printed just below them, over his own signature, a " fraternal address to all League
members," containing additional compliments for his ostensible successor, thus : " I do not doubt
that the wisdom of our President's prompt choice will meet with an emphatic indorsement by our
Board. Mr. Wells' accepunce of the trust assures the League that a conservative and able ad-
ministration will be the result of such a choice." A more elaborate farewell address was promised
for the issue of Jan. ax ; but as the Executive Committee managed to regain control of their prop-
erty before then, they naturally " barred the insertion of further self-laudatory effrontery and
hypocritical infliction " ; and on Jan. 16, when the President told the Sec. he must either resign
at once or be removed, he resigned unconditionally, and Mr. Wells was appointed Sec. /rv tern.
To explain the committee's manner of regaining control on Jan. 17, it is necessary to go
back a little and say tliat when the Secretary's confession of defalcation put upon them the difS-
cult duty of discovering some suitable person to appoint or elect in his place, at such time as he
should be gotten rid of, they naturally turned towards the Chairman of the Racing Board. On
the one hand, he was an elderly man, who liad won the re.spect of League members by the
straightforward way in which he had enforced their odious " amateur rule," that cycle racing in
this couhtry must be governed as a matter of social etiquette and pecuniary standing rather than
as a matter of sport and swiftness (see p. 630), and who had had a longer experience at the busi-
ness of cycling journalism than any other American (p. 525) ; while, on the other hand, his
newly-born weekly, the Cycle, gave few tokens of any such financial support as might ensure its
permanent prosperity (p. 665). When, however, — after gaining his consent to abandon this, in
favor of the more-certain income attaching to the position of Secretary- Elditor, — ^they bistirred
themselves to secure such a number of " proxy votes " as would place his election beyond ques-
tion, they found that the actual Secretary had already put out a drag-net for the capture of
enough " blank proxies " to elect his own successor and " keep the BHlletin at Philadelphia."
Aroused thus to the danger of seeing themselves triumphantly defied by the defaulter whom they
had treated so leniently, they made the " combination of Massachusetts, New York and Ohio,"
which elected their candidate over his, by a majority of 34 in a total vote of 136. The ballot was
not cast until it p. m. of Jan. 17, though the session began at 11 a. m., — ^most of the intermedi-
ate time being spent in debating the Secretary's right to collect blank proxies from the unwary
and put them into his friends* hands for voting. There were 15 such proxies rejected by the
Board, 2 others because of non -residence and 2 others because sent by telegraph ; and though
the legalization of these 19 could not have changed the result of the actual vote (S5 to 51), it
might have been changed by the whole " 42," which the Secretary's statement said were given
to him (A. A., Mar. 5, p. 11). His failure to offer 23 of these seems to imply that not enough
of his partisans were present to use them ; 1. e., the distribution of these 19 in addition to the
allowable proxies seems to have brought them all up to the legal limit of " three each." On
the very night of his defeat, the " Sec. pra iem.^* made a peremptory demand for $1000, on a
printing bill due his firm (which had not previously been named as urgent, but which the com-
mittee at once paid) ; and on the following morning he and the ex-Sec hurried home to Phila.,
without attending the adjourned session of the Board, carrying with them the official papers and
documents which were needed for the transaction of its business. A unanimous vote was there-
fore passed that they *' deserve the severe censure of this Board and of every member and
friend of the League, for betrayal of trusts reposed in them, for conduct prejudicial to the

ADDENDA : LEAGUE POLITICS. Lcxxvii

League, and for malfeasance in office " ; and it was later declared as the sense of t^e Board ** that
the President ought forthwith to remove them from their offices, as guilty of malfeasance/' —
though he did not in fact do this until March 24. The latter resolution was seconded by " the
only Representative of Pennsylvania remaining in attendance/'— for the others kept away from
the adjourned session, and w did not hear the reading of the certified copy of the letter of June
16, *86, which confessed the defalcation. They had heard, however, the strong verbal protest
of the ex-Secretary against the propobal to read it, at the first day's session, as supplementary
to the ihree reports of Vesey & Vcscy, accountants, which were read then. The first day's
vote, that the damaging figures of these reports and the other unpleasant facts of the meeting be
not given to the press, was rescinded on the second day, when the defiant withdrawal of die ex-
Secretary's defeated faction had made clear that the Board must proclaim the full truth, however
scandalous, as the only sure method of justifying their conduct to the general membership.

The first impulse and intention of the seceding faction, according to general rumor and be-
lief, was to refuse recognition of the new Secretary-Editor, as illegally elected, and so " keep
the BmiUtiH at Philadelphia " until an appeal could be made to the League's general member-
ship. Nothing so foolhardy was attempted in fact, however, and the intention itself was stoutly
denied, — though the actual folly of the " mass meeting of Feb. 1 " made such rumor seem
plausible. When ihe new Secretary arrived, on Jan. 19, he was put iu possession of the League
office, civilly if not graciously, and no special obstacles seem to have been thrown in the way of
bis getting control of its business. The BulUtiM of Jan. 21, which was already in t3rpe, printed
his name as editor, but said : " By request of the Executive Committee, Mr. J. A. Wells has
uken char:ge of this week's issue ; " so that the paper of Jan. aS was really the first one under
the new rigifme. It gave a condensed account of the two days' meeting and of the committee
reports read then, and also printed the ex-Secretar>''s report, which he had not been allowed to
read in advance of the election on the first day, and which he declined to read or to leave for his
successor to read on the second day. The document is an interesting and valuable on/s (filling
nine columns of nonpareil type, though some parts were omitted), and I should be glad to quote
extensively from its well-tabulated facts about League membership, and its shrewd special-
pleading about the Bulletin. In the same issue (p. 75) appeared a farewell sonnet to the ex-
Secretary, which, though creditable to the author's literary ability (as well as to his goodness of
heart, — assuming that he wrote before discovering the unworthiness of the object of it), ought
never to have been published by the new Secretary, who was fully aware of that unworthiness.
He issued four more numbers at Phila., but has since published it in Boston, at the former office
of the Cycle^ 22 School st., — the printers being A. Mudge & Son, 24 Franklin st. " We were
obliged to make a quick move to Boston, to print this Bulle/in," he said, March 4, " for only
six days before its date the firm to which Mr. Wells belongs suddenly discovered they could not
print it, as expected. This is only one of many annoyances to which he has subjected us, — such
as the refusal to furnish a mail-list, the demand for weekly payment of printing bills, and the
attachment of all the League effects in Phila." The latter process was served Feb. 18, on the
pretext of securing a claim for $572, alleged to be due for commissions on advertisements. Five
or six weeks later, rather than have the trouble of a law-suit, the League compromised for $200.

Meantime, on Mar. 5, the day when the first Boston issue of Bulletin appeared, he an-
nounced himself as " managing editor of the American Athlete (P. O. Box 916, Phila.), official
of]gan of the Association for the Advancement of Cycling, and of the Pa. and Md. Divisions of
L. A. W. Published every ahemate Saturday by the Am. Ath. Pub. Co., 321 Chestnut St., and
entered at the P. O. as 2d class matter." In the second issue, Mar. 19, the "official organ"
phrase was displaced by the following : " an. independent bi-weekly journal, devoted to <tmateur
cycling, cricket, lawn-tennis, base-ball, rowing, and other amateur athletic sports ; " and in the
third issue, Apr. 3, " Box 9x6 " (long familiar to League men as the ex-Secretary- Editor's) was
displaced by " Box 1228," with the remark that that person " does not have and never has had
any financial interest in this paper, and that he is not and never has been our employ^, either as
assistant-editor, correspondent, or in any other capacity whatever." The significance of this
disclaimer is connected with the fact that p. 57 of the same paper printed the letter from Vesey

Ixxxviii TEN THOUSAND MILES ON A BICYCLE,

& Vesey, accountants (quoted at the outset of this article), affirming that the ex-Secrctary's con-
fession of defalcation, written June x6, was copied by them July 2 ; and tliat their report of
Aug. II, '86 (read at Board meeting of Jan. 17, '87; printed in Bm/., Feb. 11, p. 118, isicoL)
showed the amount of it to be $5532.79. Attached to the latter was the following editorial note :
** The above is as great a surprise to us as it will be to any of our readers. As the Executive
Committee liad all this information in their possession at the League Board meeting at Buffalo,
last September, why in the name of all that is honest did they not depose him then and there,
or at least place the facts in their possession before the Board, instead of making a manifestly
false report. If these men have deceived the Board once, they will do so again, and the only
safe course the League can pursue is to elect an entirely new Executive." Yet the first issue of
this journal, only four weeks before, had devoted all save 2 of its 21 columns to attempting the
defense of the ex-Secretary, and the discrediting of those who had helped to depose him ! He
himself filled four columns with an " affidavit " and three more with a " statement,'* whose
conclusion was editorially promised for the second number. Instead of this, however, he printed
eleven columns (Mar. 19, pp. 3S-43), called a " reply to the false and libelous charges of the Ex-
ecutive Committee's * Statement ' in Bulletin of Mar. 11." The first eight columns of this were
given to abusing the committee, — endeavoring to show, by an exposure of their private letters to
him, that they were men of weak character, — while two columns were devoted to " an emphatic,
broad denial " of his own self-incriminatory letter, unaccompanied by any reasonable evidence
against its authenticity. The same issue gave iS columns more to a stenographic " report of the
mass meeting of the Pa. Div., L. A. W., qt the rooms of the Phila. B. C, Feb. 1, '87, to protest
against the illegal and unwarranted acts of the Board meeting of Jan. 17-18," — the outcome of
which was the publication of a verbatim report of the latter meeting {Bul.^ Feb. 11, i8, pp.
1x2-22, 143-6), and of the Ex. Com. Statement and Credentials Com. Report {^Bnl. Mar. ti, 25,
pp. 201-7, 242). No logical reader of these documents can have any doubt as to the fairness and
wisdom shown by the League's Board, on Jan. 17, in getting rid of the officers who had betrayed
it ; and the singular fatuity with which a considerable number of full-grown, intelligent, well-
roeaiiing, honest and respectable Philadelphians " wrote themselves down " in their expressions
at that "indignation meeting of Feb. i " (as preserved in the cold type of its stenographic re-
port), seems to me to rank as a psychological phenomenon. Their unaccountable simplicity in
being beguiled, even a fortnight after the official accountant's grim figures ("$5532.79 defalca-
tion ") had become a matter of record, is only matched by the amazing effrontery of ihe ex-
Secretary, in forcing the League's officers to make a public scandal of his crime. There is some-
thing bewildering and almost incredible in the choice he made, to defy them and attempt con-
cealing the truth from their 10,000 supporters, after putting his signature to a long confession
which says : "At least $4500 of this missing $6200 was money belonging to the L. A. W."
"One amount of $1000 I have raised, but $4000 at least I must have at once or be forever dis-
graced." " I cannot longer stand." " I must have release or give it up and die."

Though the former practice of selling the League mailing-hsls (at $2 to $5) was forbidden,
by vole of Ex. Com., some years ago, these lists have been used in sending out the American
Athlete^ which thus boasts a "guaranteed circulation of over 10,000 copies per issue." Its
nominal price is 50 c. a year, 3 c. a copy; and its 5 numbers, to Apr. 30, show loS pp., whereof
40 pp. are advertisements. The object of its existence has not been very clear since the third
issue, when the task of defending the defaulting ex-Secretary was thrown overboard as hopeless,
and it will probably not last much longer. The men who saved the League from the machina-
tions of its editor will perhaps read it while it lasts, for the sake of the spiteful slurs and innuen-
does which testify to the thoroughness of their work. The intellectual feebleness which inspires
this malice is shown by the pretense that the BulletirCs transfer to Boston " puts it under the
thumb of the Pope Mfg. Co." ; and that the expressed intention of League 'members to promote
to their presidency the man who as Vice-President helped the other two members of the Ex.
Com. to get rid of the defaulter, " means merely that the Pope Mfg. Co. orders the place to be
given to one of its stockholders." The general carelessness and thoughtlessness which charac-
terize much of the editing and writing in the cycling press, have likewise been shown in most of

ADDENDA: LEAGUE POLITICS, Ixxxix

the printed comments on this lamentable case. These chance critics have treated it as a personal
quarrel between two official factions of nearly equal merit and importance ; and, witti a lazy dis-
like of investigating its merits, have flippantly declared " the whole business is a bore." Tire-
some the case has been, of necessity, but there has been nothing quarrelsome about it, any more
than about the conduct of judges and juries who bring other evil-doers to a halt. The struggle
was an attempt of the organized wheelmen of America to maintain their official integrity ; and
lasting gratitude belongs to their representatives who proved that they had power to do it.

In the latest annual election of Chief Consuls (announced in Bulletin of Apr. 29, '87), the
following new men were chosen, while tlie other States re-elected the ones named on pp. 627-8 :
Vt., L. p. Thayer, W. Randolph ; Ct., L. A. Tracy, Hartford ; N. J., J. H. Cooley, Plainfield ;
Pa., G. a. Jessup, Scrantou ; W. Va., J. W. Grubb, Wheeling ; Va., J. C. Carroll, Norfolk ;
La., H. H. Hodgson, New Orleans; Tbnn., J. C. Combs, Nashville; Kv., E. H. Croninger,
Covington; III., N. II. Van Sicklen, Chicago; Ia., F. C. Thrall, Ottumwa ; Dak., J. E.
Gilbert, Mitchell ; Nsa, F. N. Clark, Omaha. The office of Sec.-Treas. is held by new men
in 4 States, as follows : N. J., R. Pound, Plainfield ; O., F. C. Meyer, Canton ; III., S. B.
Wright, Chicago; Wis. (org. Feb. 24, '87), G. W. Peck. The "official programme of the
eighth annual meet of the League " — appointed for St. Louis, May 20 — is an elegant 36 p.
pamphlet, printed in colors on tinted paper, with 17 illustrations by artists of the Missouri Divis-
ion. At that time, T. J. Kirkpatrick, of Springfield, O., will probably be promoted to the
presidency, and A. B. Irvin, of Rushville, Ind., to the treasurership, for no other candidates have
been mentioned. Lithographic portraits of each were issued as supplements by the IVfieei-
men's Record^ May 12 and Apr. 21. To fill the places resigned by original incumbents of
two offices named on p. 627, appointments have been made thus : Tourmasier, N. L. Col-
lamer, St. Cloud Building, Washington, D. C. (app. Apr. 25, '87); Bookmasier, A. B. Bark-
man, 608 Fourth av., Brooklyn, N. Y. (app. Dec. 18, '36). The laiter's " Road-Book of the
New York Division " (see pp. 584,625) was published May 4, '87, and is the most elaborate and
carefully-compiled work of the sort thus far isaued by the League. Of its 200 pp., the tabulated
riding-routes cover 144 pp. and describe 14,000 m., including no less than 11,300 m. of separate
roadway, from Canada to Virginia. Details are added (12 pp.) concerning the best riding around
N. Y. City, Brooklyn, Long Island, Staten Island and Bu£falo (with a map in each case), the
Hudson, Berkshire and the Adirondacks ; and special majjs are given of the Orange and Phila.
riding districts. There are a dozen other pages of interesting and valuable letterpress, and twice
that number given to table-of-con tents and index to 1641 towns. The book is well-printed, by
E. .Stanley Hart & Co., ot Phila. ; is of the regulation oblong shape 3 by ^\ in. ; weighs 5J
oz, ; has flexible covers of dark green leather, and can be procured only by League members, —
residents of the State receiving it free and others paying $1 for it. No worider that, with such
a valuable gift in prospect, the Sec.-Treas. was able to rei^ort, Apr. 2, "an unprecedented per-
centage of renewals,— 1404 out of 1748, — so that, with new applicants, our present membership
is 1649, or within 100 of its size at the close of '86." Deducting $389 for expenditures of the
first quarter-year, he names $1544 as net assets, — from which I suppose the cost of book is to be
paid. The latter's preface expresses the hope that it may be the means of swelling the member-
ship to 3000 before the year closes.

Another signal proof of the power and wise management of the Division is shown by the
passage through the State Assembly, May 2, of an act declaring drivers of bicycles and tricycles
to be " entitled to the same rights and subject to the same restrictions as persons using carriages
drawn by horses," — and forbidding local authorities to enforce any repressive rules against them
(for full text, see Bul.y Apr. 8, p. 279; Wheel, Apr. i). This was formulated at the instance of
the Chief Consul, G. R. Bid well, by the Division's counsel, I. B. Potter (whose summary of
" the road-law of cycling " is given in the book just named ; seepage 584), and introduced Apr. 12,
when it went at once to a third reading. As the Park Commissioners of N. Y. City were too
much absorbed in their own chronic personal wrangling over *' patronage " (p. 93) to organize
any opposition, it received a practically unanimous vote, May 2, and will probably become a law
before their book appears. Even if they manage to stop it now in the Senate, ultimate triumph

xc TEN THOUSAND MILES ON A BICYCLE.

cannot be doubtful ; for the men who vote against this " equal rights bill " will be persistently
advertised and "black-listed" by the many hundreds of vigorous young voters who have put
their signatures to the petitions in its behalf. The latest contribution to the literature of wheel-
men's rights on the highways appears in Outing for May, from the pen of C. £. Pratt, our ear-
liest American student of the subject (see p. 503) ; and the latest grant from the commissioners
of Prospect Park allows all tricyders as well as bicyclers to use the footpaths at all hours, and
also the driveways,— except two unimportant stretches ; but lamps are required after nightfall.
The Indiana Division's road-map of that State (scale 9 m. to i in.; showing an area of 90 n. n.
and s., 153 m. e. and w.) was Issued Apr. 8, and may be had by non-members for $1, on appli-
cation to J. Zimmerman, 37 S. Alabama st., Indianapolis. It contains lists of officers and hoteb,
and is folded in water-proof cover. The Michigan Division's road-book is announced for May
10 (see p. 625). The League men of Illinois intend that each of the thirteen districts, into
which their State is divided for representative purposes, shall issue a road-map in book-form, 3
by 5} in., accompanied by printed briefs of the tours outlined upon it ; and that each representa-
tive shall keep for reference a large-scale map of his district (^»/., Mar. xi, '87, p. 20S). The
long-delayed general hand-book of the League (see p. 625), with 24 titles in its contents-!i£t,
was announced for distribution Jan. 28 ; and the Sec. -Ed. will gladly send several copies to any
address, on receipt of 4 c. for mailing. Though the Jan. meeting authorized a new ed., to coo-
tain the latest rules and be sold at 10 c, no such book seems likely to appear before '88. All re-
quests for the present pamphlet, or applications and money for membership should be sent — noi
to the address given at foot of p. 624, but — to Abbot Bassett, 22 School St., Boston, Mass.

By estimate of the ex-Secretary (5»/., Jan. 28, p. 71), about 4000 uniforms were sold to
League men, by Browning, King & Co., of N. Y., under a contract which seems to have been
rather carelessly executed, and which, towards the last, caused much dissatisfaction, by reason
of the poor quality of cloth supplied. The committee of three, who were appointed to reform
the matter, advertised full specifications (^«/., Apr. 8, p. 2S2), with intention to avrard to low-
est bidder by Apr. 20 ; and they announced on May 2 its award to J. Wanamaker, of Phila., at
following prices: Coat, $6.20; breeches, $4.34; shirt, $1.95; hose, 80 c; cap, 80 c; cloth
$2.37 per yard, — all goods to be delivered free at any express office in the U. S. The contract
lasts till Nov. X, '89, and will presumably prove advantageous to the League, for the reason that
its exceptional advertising value to the contractor fairly allows him to underbid aU competitors.
He is now ready to fill orders direct, and he will soon mail to every League man an illustrated
price-list, with blanks for ordering and for self-measurement. The contract binds him to buy
a special sort of dark brown " Venetian " cloth, made at the Burlington Woolen Mills, for $2.12
per yard. (I may add here, for comparison, and to correct the record of p. 635, that the cloth for
C W. A. suits is now sent out by one of the Chief Consuls, — C. Langley, 12 Front st., Toronto,
— for 40 c. per yard ; also that the C. W. A. treasury, on May i, had a surplus of more than
$200, after paying for the 2d ed. of its excellent road-book ; see p. 636.) The League cash bal-
ance, Mar. 31, was $2744-23, with $3872.39 due for advertising. Against these total assets of
$6616.67 were set $4352.58 due the Divisions and $1300.08 for all other accounts, including the
month's printing,— thus leaving an apparent net balance of $964. The number of Bulletin's
pages has been lessened and its advertising rates increased ; so that during April its receipts ex-
ceeded its expenditures by almost $100. The editor insists that it will be perpetuated as a
weekly, in spite of the large sums lost upon it ; and he predicts a membership of 9224 on May
20, as compared with 8463 at similar date in 'S6, and 5176 a year earlier. The final report of the
ex-editor gave a tabular view of its monthly receipts and expenditures for '86 (^«r/., Jan. 28, '87,
p. 71), showing a total excess in the latter of $3470.91 — the only month on the right-side of the
column being May, with a profit of $130. He argued, however, that the deficiency merely
showed that members paid 34 c. each for a weekly paper which would cost them at least $1 each
if not published on the co-operative plan ; and he predicted that in '87 the paper might be made
self-supporting. Its original heading was superseded by a more artistic design when the fourth
semi-annual volume began,— Jan. 7, '87,— but its paper and typography have both been cheap-
ened since the removal to Boston.

ADDENDA : LEAGUE POUTJCS. xci

Tbe League's Tnnsporution Committee has won two noUble victories since last July, when
iq). 594-6 were electrotyped. At end of Dec., the N. Y. Central r. r. issued orders that a pas-
Koger's bicycle be carried free ou local trains, in place of other baggage, provided he presented
it to baggageman, ten minutes before traiu-time, and signed a release of liability. Another im-
portam trunk-line, the Chicago & Northwestern, against which wheelmen have sometimes spoken
hard words, adopted the same enlightened system in April, and regularly announces in the offi-
cial time-tables that bicycles can be checked as baggage. I have also found the following addi-
tional free lines named in the BicycU Sotdk (Aug., '66) : Alabama Great Southern ; Cincinnati
Southern ; Georgia Pacific ; Louisville, New Oilcans & Texas ; Mobile & Ohio; New Orleans
& Northeastern; Newport News & Miss, Valley (Va.. May i, 'S/), Vicksbun>& Meridian;
Vicksburg, Shreveport & Pacific. Several of these have been secured by C. H. Genslinger, and
the latest information about Southern r. r.'s may be had on applying to him at ii6 Gravier st..
New Orleans. W. P. Way, of Belleville, Ont., in behalf of the C. W. A. Trans. Com. re-
potted these free roads, Oct. 12, '86, in addition to the 7 more-imporunt ones on p. 59S : Canada
Atlantic, Central Ontario, Kingston & Pemboke, Napanee & Tamworth, New Brunswick
Quebec Central, South Eastern.

London Assurancb.~I am obliged to withdraw the mild recommendatiou made upon pp.
642,691, tliat Americans subscribe for the "C. T. C," as the cheapest device forgetting an
English monthly which would tell them about foreign touring. On p. 642, I explain how its
editor is the real executive chief of the concern which nominally employs him ; and on p. 691
be writes himself down as a very ill-mannered person ; but I had assumed he was at least an
honest one, — however supercilioiu and autocratic,— until he gave public testimony to the con-
trary, under oath as a witness, " in the High Court of Justice, Queen's Bench Division, before
Mr. Justice Wills and a common jury," Monday, Nov. 22, 18S6. This date may properly be
remsmbered as marking when the C. T. C. was " foundered in London,"— in contrast to
"Aug. 5, '78," when it was " founded at Harrogate." The " Sec. -Ed." appeared as plaintiff
in a libel suit for $1000 against the writer and the publisher of a column-article in Cycling Times
of July 7, '85, called "The Promptings of Duly are Inexorable "—which article was chiefly
given to ridiculing the pretensions of the Gaztttt as of business value to its advertisers and of
liienry value to its readers. This was from the pen of a certain J. B. Marsh, of the editorial
■tafF of the Stuttdard, a leading London daily ; and the fact of his quarter-century's connection
with the press of that city, and authorship of some 16 books, would seem to show his age as
about so. An insolent attack upon him in the Gazette of May, '84,— exposing a purely private
" touring challenge " of his to a Boston acquaintance (J. S. Phillips, lit. ed. of Wheelman ; see
pp. 258, 656), written by agreement upon the window-pane of an Alpine inn, — led him to investi-
gate the sort of government which thus gave an " official editor " full power to send over the
world printed ridicule and sarcasm of all such C. T. C. members as might not be pleasing to
bim. The result was a series of six artichs signed "Anti- Humbug," which exposed with un-
pleasant clearness the need of " C. T. C. Reform " ; and, inferentially, the hopelessness of it
without first getting rid of the autocrat who was making a good living out of the perpetuation of
abuses. These pieces appeared in many of the cycling papers ; and were followed by an attempt
of their author, at a C. T. C. semi-annual meeiing of Dec, '84,— the largest ever held,— to em-
body them in legislation, as recorded in Gaxette. The natural failure of this attempt naturally
led the " Sec-Ed." to grow more boldly abusive, until at last he had the temerity to undertake
the libel suit. Meanwhile, our Philadelphian artist, J. Pennell, had chanced to send a letter
from Italy to the Gazette, in reproof of something which two young .\merican riders had printed,
and he closed by saying that people " did not want such exaggerated stories." The " Sec- Ed."
inlerpolated the words, *' nor the vaporings of elderly quidnuncs^''* and printed the whole over
J. P. 's signature, afterwards telling him that the forged phrase was designed to apply to J. B.
Maish. Hence, as soon as the libel-suit opened, and the latter's counsel had got the " Sec-Ed."
plaintiff in the witness-box, they promptly extorted from him a confession of the foiigery, and
"he admitted that these words were meant to refer to Mr. Marsh, the writer of the alleged libel.

xcii TEN THOUSAND MILES ON A BICYCLE.

The Judge here intervened, and Inquired whether it was not unnecessary, after this evidence, to
proceed wiih the case." ** Surely it was no use wasting more time over such an action."

The defendant's counsel, however, not content with this signal victory, persisted in examin-
ing other witnes.scs, including H. Sturmey, editor of the Cyclist^ who testified that, as a mem-
ber of the firm of Iliffe & Sturmey, " he was interested in the proprietorship of several cycling
publications," and "drew commission on work introduced to Iliffe & Son." The object o£
forcing this admission was to justify Mr. M.'s charge of "jobbery in the award of printing con-
tracts " ; for the lilffes print the Gazette and other issues of the C. T. C. (though, in notaUe
contrast to the almost universal custom in England, and to their own custom in all other cases,
they omit their imprint from the final page), and Mr.S. was a member of the " C. T. C. Council/*
whose rules forbid the award of any contract to a firm in which one of themselves is interested.
This " jobbery " does not necessarily imply any corruption or unfair dealing in the case, but it
explains why the Cyclist ^ Bi. News, and other publications controlled by the lliffes (or " Cov-
entry ring ") studiously support the C T. C. Gazette in the policy of " suppression, division
and silence." None of those prints has ever contained the facts here related, though the
London Times deemed them imp>ortant enough to include in its law-courts reports of Nov. 23,
together with the scorching reprimand which Mr. Justice Wills administered to the " Sec-Ed.'*
(in refusing to tolerate him longer as a plaintiff in his court), " for having indulged in the lowest
and vulgarcsl abuse of the worst form of journalism." IVkeeling of Nov. 24 and Dec. x also
reproduced the remarks of the indignant judge ; and I myself liave taken pains to proclaim them
in this country {Bulletin, Dec. 31, p. 635; IVh. G.iz., Feb., p. 178, Apr., p. 18; /?/. World,
Mar. 25; lyheel, Mar. 11, Apr. 8, 29; CanadLin Wheelman, May, p. 75), in order to warn
Americans against sending over any more subscriptions in support of the concern, so long as it
continues in the control of a self-confessed forger. Faiih in him, however, seems not yet to be
lost by the Boston Englishman who gave the C. T. C. its first foothold in this country (p. 643),
for he has just "actively resumed the duties of its Chief Consulship in the U. S.,*' after an-
nouncing (5/. World, Apr. i, p. 386) that, as regards the likelihood of sending the forger into
retirement, he " doss not believe that the decision of the club will be influenced in the slightest
by the scurrilous attacks " made by Mr. Justice Wills, in metaphorically kicking him out of
court, last November. Wheeling's leading editorial of Jan. 26 — while protesting against his
policy that " everything undertaken by the club should be with the idea of making money out of
it," and demanding his " immediate removal from the position of editor, in which he has proved
a conspicuous failure,"— likewise said : "As secretary, he is emphatically the right man in the
right place, and it would be im^wssible to find a belter one anywhere.'* Yet the writers of that
paper are never tired of making sarcastic comments on his minor weaknesses and dishonesties,—
such as his trying to palm off at a good stiff price the new badge, " pirated " from the patented
emblem of the L. A. W. (p. 639), even though that body's Executive Committee were ordered,
at the Doard meeting of Jan. 18, '87, to protest against such discreditable appropriation of its
property. The Giizette of Apr., '87, offers three columns of comment and testimony to prove the
" marvelous popularity " of this theft, which it calls an " invention," saying : " No decision of
modern times has given half as much satisfaction as that of the Badge Committee.'* It says,
also, that the first plnn of swinging this trumpery gewgaw by a chain from a bar-brooch has
proved so unpopubr that there has been substituted for it " a fastening of new design/'— which
novelty, Wliecling declares, was " stolen from Vaughton."

The same paper of Mar. 16, also prepared from the misleading jumble of official figures in
that month's Gazette, " a statement of C. T. C. finances for '86,"— similar to its tables for '85,
summarized on p. 641,— showing a profit of ;?5257 <>" the sales of uniforms for ;^34>545> a»da
loss of ^8500 on •' the magazine in which its editor can vilify its enemies and amiable lunatics
can write twaddle." The Gazette cost 5^9101 for printing and %i\<fo for postage (or a total, with
|k 1000 assumed for clerical expenses, of #15,297) ; while its income from adv., " after deducting the
Sec-Ed. 's commission of $f/>7/' was $6809. Though adv. receipts were nearly 1^2000 greater
than in *85, the net loss was $1670 greater. The " total expenditures in the cause of cydmg '*
were $7.70 for danger-boards (as compared to $55 in '85), a gift of $125 to the I. C. A. road fund.

ADDENDA: LONDON ASSURANCE. xciii

and I64 for Cotterell fund. " These accounts prove that, except as a trading concern, the C. T.
C cannot live, and, even with a large profit in this respect, the Mammoth Bluff is stiU losing
money. The N. C. U., despite all faults, is in every way its superior, — being, by contrast,
essentially unselfish, and conferring benefits upon its members and non-members alike " ( \y heel-
ings Mar. 23). An adv. in the TimtSt by the " Sec.-£d.," dated Mar. 36, and asking the Board
of Trade " to inccHporate the C. T. C without the word ' limited,' " in spite of former refusal
(p. 642), was quoted by Wheeling of Apr. 13, with the remark that neither the Gazette^ Cyclist
nor BL News had mentioned it, though its legal object was to warn all objectors that they must
make their reasons of opposition known " on or before Apr. 25." The Cycling Journal of
same week in commenting on the adv., said : " When S. Ineson, a former treasurer, absconded
with the club's funds, he did so with impunity ; because the club, not being an incorporated
society, could not have prosecuted him, even if he could have been apprehended. Curiously
enough, the man himself had been the earliest one to suggest the incorporation." Considering
how even a man whose reputation for honesty was generally accepted would, as publisher of a
monthly trade-circular like the GazeiU, be subject to many suspicions of secretly selling out its
columns to tradesman for his own gain, — ^the retention in such position of a forger, six months
after his public expulsion from court, seems a striking sign of the slowness and apathy and low
mofal-tone of the sort of Englishmen who support the C. T. C. The eager indignation with
which American wheelmen threw overboard /Ar/r unworthy " Sec-Ed.," whose defalcation had
di^raced the L. A. W., seems all the more creditable by force of the contrast. Yet it is a fact
that the chief upholder of the English concern in America had the assurance to address three
colomns of argument to them in the Bulletin of December 31, uiging that it had some claim up-
on their support " because of its spirit of unselfishness^^* and that, if it is fortunate enough to
retain the services of the noble " Sec-Ed.," whom Mr. Justice Wills exposed to the world as a
foiger, it nuy finally expand into a " grand C. T. C. universal." His " scheme for international
devebpmeni of C. T. C." was formulated in Bi. lV<frldoi Mar. ji, and reproduced on the
first five pages of the April Gazette. " Working details are to be filled in later," he says, as is
apt to be the custom in cases of such grandeur.

Testimony to the lower " average morality " and sodal standing of F.nglish wheelmen in
oompari&on to American — as illustrated by the ability of a self-confessed fuiger to keep himself
in command among the former, with an ease which seems surprising to the latter— was given in
a letter to the Cyclist (Feb. 20, '87, p. 457), by J. S. Whatton,— a Camb. grad. of '84 whose biog.
is on p. 544, — saying : " The N. C. U. appears curiously unable to attract the ' leisured class,'
and especially so in the centers. The non-club members of it are either utterly careless of cy-
cling politics, or they are misinformed and consequently wrong-headed." Maj. Gen. L. R.
Christopher and G. H. W. Courtney were chosen to represent these non-club members on the
Executive, at the annual election of Feb. 3, '87, when the votes which chose the 16 regular
members thereof stood as follows : M. D. Kucker, loa ; G. P. Coleman, 99 ; R. L. Philpot,
94 ; F. G. Dray, 91 ; G. H. Green, 91 ; A. Front, 89, R. E. Phillips, 88 ; — F. Thomas, 89 ;
W.J. Harvey, 88; E. B. Turner, 87; H. F. Wilson, 87; T. Pulton, 77; S. B. Mason, 71;
F. Lindsay-Simpson, 71 ; T. H. Holding, 64 ; E. Sherriff. 64. The 7 names before the dash
represent the only men of the old board who were re-elected,— being a minority of all,— and the
J lowest on the list gained places there only by the throwing out of 35 proxy votes from Liverpool
and Glasgow, because these were known to be pledged to 3 opponents of "amateurism," whose
aaoal votes stood thus: F. P. Low, 41; H. Etherington, 35; J. G. Smith, 32. Among the
9 men dropped from the old board was the " Sec. -Ed. of C. T. C," who took pains to assert
that he " had received votes enough for a renomination but declined to stand," and who was
formally praised by the '* Sec. of N. C. U." as " a gentleman to whom the Union had been
greatly indebted in many ways," though he himself was one of the lawyers that brought him to
book for forgery on the memorable Nov. 22. The Sec himself, R. Todd, on motion of his
kmg-time censor, W. McCandlish, of Wheeling ^ "received a unanimous vote of confidence, ami^

xciv TEN THOUSAND MILES ON A BICYCLE.

loud applause/* and was re-elected with the other three officers : Lord Bury, Prea. ; W. B.
Tanner, V. Pres., A. K. Sheppee, Treas. The latter's ** financial scheme " was adopted ai a
council-meeting of Apr. 2t, with only 5 dissenting votes from among the 70 delegates present,
while the proxy votes were also in its favor, 52 to 13. The scheme orders the Executive to in-
corporate the following changes in their rules : " (i) That the subscription to the Union be at
the rate of $1.25 per annum for all members, the representation being at the rate of one delegate
for every 25 members, and each member shall be entitled to a copy of the N. C. U. Review,
(3) That affiliated dubs shall subscribe |2.62 per annum, and shall be entitled to one delegate
on the Council, provided there be more than 10 members, but in the event of an affiliated club
possessing more than 25 members, it shall have the option of appointing another delegate for
every 25 members or portion thereof on payment of an additional $2.63 for every 25 members
or portion thereof. (3) That Local Centers shall retain $1.37 per 1(2.62 of the subscription of
each affiliated club, and 37 c. of the subscription of each member, and that all copies of the Re-
view or agenda be sent from the head office direct to members."

The foregoing is intimately related to the fact that on Jan. i, '87, the Anfield B. C, of
Liverpool (which seems to be the most active and important riding club in Great Britain, judged
by the records on road and path accredited to its exceptionally large membership), addressed to
the N. C. U. Council a manifesto demanding 5 reforms, with a bold threat of secession and war
in case of refusal. The document begins thus : " (i) We ask for the instant rescission of all
sentences of suspension passed, not only upon riders who are suspected of ' makers' amateur-
ism,' but also upon men who have been suspended for competing against the said riders. Our
view of the matter b, that neither the N. C. U., nor, indeed, any power upon earth, can prevent
riders receiving (if they so desire) from manufacturers remuneration in some shape or form for
services rendered ; and it is evident that great injury will be done to the s}>ort by barring from
amateur competitions men who are probably the very best and most straightforward riders in
the kingdom, and who have been singled out as examples because their splendid performances
have made them too conspicuous." The lesser demands are, in brief : *' (3) Equal rights of
the provinces with London, in the fixing and management of championships. (3; Instant re-
peal of the law fixing the maximum value of prizes at %^h. (4) The allowing of winners to se-
lect their prizes. (5) Deletion of the rule which prevents professionals from acting as pace-
makers for amateurs." In answer to this, the Sec. of N. C. U. issued a sophistical defense of
" amateurism " (covering 5 columns of IVheeling, Jan. 26), insisting that the first demand
" should be unhesitatingly rejected, as its admission would render the Union a laughing-stock
among amateurs " ; but he made no effort to controvert any of the logic in the Wheeling series
(by J. R. Hogg, see p. 649) which so cleverly exposed why "amateurism" itself is such a
laughing-stock among men-of-the-world ; and, " from start to finish he gave not a single hint,
suggestion, or admission, that his opponents could possibly be actuated by worthy motives."
The angry Liverpool men, on the other hand, took no firm stand on logically unassailable
ground ; but proclaimed, rather, the good old hypocritical maxim that they " favored the law
but were agin' the enforcement of it." In other words, they prattled against the " injustice of
suspending a rider on suspicion of ha^ng violated the rule of * amateurism,* and forcing him to
actively prove his innocence,"— though the only possible chance of giving effect to any such
piece of social etiquette as " the amateur law " is by resort to just this reversal of ordinary legal
processes. A. sufficient answer to all twaddle about "unfairness," "star chamber justice."
lettres de cachet and the like, is the fact that no one innocent of violating "amateurism ** need
have the least difficulty in proving his innocence. The real unfairness lies in the impossibility
of applying the rule of " suspension on suspicion " with any uniformity, or of punishing any
large number of "the guilty." Hence, as Wheeling says, "to those behind the scenes, the
collection of suspended goats on the one side and honored sheep on the other is highly amus-
ing, and we are only sorry that Mr. Todd and his colleagues have not a keener sense of the
ridiculous. If they had, they would probably soon add a sense of what was just." This lack of
a sense of humor was further shown at the meeting of Feb. 3, when Mr. T., having defeated by
a vote of 121 to 38 the Liverpool men*s attack on "amateurism," immediately put through

ADDENDA: LONDON ASSURANCE. xcv

a Iwtvthirds vote to rescind the decree of the la»t previous meeting, Dec. 9, which had by a
bore majority reduced the allowable maximum value of prizes from 1^52 to 1^36. The author
of this I eduction was W. McCandiish, of It'' fueling ; who thus proved anew the hollowness of the
"amateurs*" assumed preference for "glory," by forcing them to show how quickly they
would compel the vacillating Council to give them a larger slice of something more tangible.

Obedient to the threat of the Anfield B. C, the Liverpool Local Center of the N. C. U.
was dissolved, Mar. i, and this act represented the withdrawal of about 1000 men; the leader
of whom declares that if the Council dares to go on in its avowed policy of suspension, " there
wf!l be two sets of championships fought out in England on identical days ; otherwise, sport
must cease to exist." These words are from his letter 10 Whreling ol Apt. 6; and the edi-
torial comment is this : " The public may rest assured that there will be no more suspensions.
Meantime, the victims selected for immolation upon the altar of outraged amateurism are to
stand down from th;ir wheels and loolc on at those who are in exactly the same position as them-
selves in some cases, and in much worse position in others, winning amateur races." The N. C.
U. races are all to bs run at Birmingham (.May 30, July 2, 4, 23, Aug. i), having been farmed
out at a fixed sum to the owner of the Aston grounds there, who assumes all the risk. " The
interests of sport appear thus to have been utterly ignored in pursuit of the one object of money-
gaining, and it looks very much as though the Executive had been iilfluenced by a desire to
cement the loyalty of the Birmingham Local Center, by this exceptional favor " So says the
Cycling Journal of Mar. 35 ; to which the Cyclist of Mar. 30 responds thus : " Tlie fact re-
mains that, as th2 C. T. C. finds its uniform department to be indispensable, so the Union,
under the present circumsLinces, must have funds from its championships, and these funds must
be a certainty." Its total income in '86 was #1725 and its expenses exceeded this by $845, ex-
clusive of a loss of $750 ciused by running the championships according to " amateurism " (see
p. 648). Of its income, 1^225 came from racing-permits and entry-forms, and the rest from mem-
bership fees, exclusive of the half wliich the Local Centers retained forborne use, by rule on p.648.
The treastirer's estimate of Mar. 30 was that, with the utmost economy, the '87 expenses must
exceed the '86 income by at least $150, while the '87 income would at the same time (under the
old system) fall below that of '86 by $350 to %%oo^—<in account of the secession of many impor-
tant clubs, — a total deficit of at least S500. Whether the new scheme of Increasing the fees
from 25 c. to %\.2% will prove popular enough to save the Union from threatened dissolution,
experience only can decide. Wheeling's plan of a racing register, requiring an entry fee of
$1.25 from each competitor (p. 649), met with so little acceptance at the meeting of Feb. 3 that
it was withdrawn without a vote ; but that paper nevertheless gives its hearty support to the
actual scheme of the new Executive, saying : " If it fails, the Union will surely die ; and it
would be a crying disgrace to the wheel craft, if we were left without any governing body at
all " (Mar. 30). " With all its faults, it is preferable to the intolerable autocracy of the C. T. C. ;
and the latter's recent appeal to the Board of Trade for incorporation implies a design of swal-
lowing the Union, if ever its membership gets reduced to 1000 or even to 2000 " (Apr. 20). In
one of several letters, urging the formation of a separate Scottish Union, the following words
appear : " The N. C. U. is only national on paper, and, in reality, is limited to London and
the Southern English counties. It is not merely local in its popularity, but also local in its
feeling." The new managers promise, however, that, if supported, they will pay more atten-
tion than formeriy to matters outside of racing. Thus, as regards repressive loqil by-laws they
say : " If cyclists are still required to carry lights, the Executive will, as opportunity arises,
seek to secure that the protection they are bound to give others shall be extended to themselves,
by an enactment requiring other vehicles to carry lights."

Books. — My 474lh page, written in Dec, '85, says : " ' From San Francisco to Teheran,*
a simple reprint of the Ouiing series by T. Stevens, would make a more readable book than any
existing specimens of cycling literature, even if his destruction in China should prevent the ex-
pected enlargement of it into 'Around the World on a Bicycle.' " As a matter of fact, the first

jccvi TEN THOUSAND MILES ON A BICYCLE.

volume of the latter is to be published this May by the Scribners, of N. Y., having the former
phrase as an ahemativc title upon each left-hand page. The pages are about 5 by 8 in. in size,
and there are 547 of them, exclusive of the introductory ones containing a dedication to Col. A.
A. Pope, a short preface by Col. T. W. Higginson, and lists of the no illustrations and of the
a I chapter-titles, which arc identical with those employed in Outing. The frontispiece is a col-
ored lithograph of the author, " as he appeared when riding round the world," but it is too
much idealized to be recognizable as a portrait, though I believe a fairly-good one, from a photo-
graph, appears upon a later page. Except for a few revisions and corrections, the text has not
been changed from the form first given in magazine. The type is laigc and dear, carrying 475
words to the page (40 lines of about 12 words), so that the total does not exceed 230,000, — allow-
ing 30,000 for space taken by pictures and blanks. There are no indexes. Tlie price is ^4, and
an autographed copy will be mailed by the author himself, on receipt of that sum at Outing
office, 140 Nassau st., N. Y. His personal profit on each volume thus sold will be four times as
great as on a copy sold by his publishers through the bookstores ; and these ordinary trade copies
will not have the autograph. The ist ed. in N. Y. will be 2000, and a similar issue will probably
be made simultaneously in London, by S. Low, Marston & Co., from plates which were shipped
to them by the Scribners, Apr. 30. Englishmen may send orders for autographed copies,
through H. Sturmey, of Coventry, or directly to the author, for i6s. 6d. On the last line of my
own story of his wonderful tour (pp. 473-84, 570-2), I was able to announce his safe arrival at
the starting point, San Francisco, Jan. 7. The cycling clubs kept him there for a week, to en-
joy elaborately-planned ceremonies of welcoms ; and he Mras lioniz?d with great heartiness at
several other points, until at last he reached N. Y., Feb. 13, where the Citizens B. C. had
arranged a batiquet in his honor, which was held Feb. 23, while the Mass. B. C. entertained
him similarly at Boston, Feb. 25. He then accepted an engagement to edit the cycling depart-
ment of Outings and to continue therein the series of monthly articles, completing his adventures
in Asia, which series will ultimately be republished in a second large volume. His first attempt
at a book ms., "Across America " (see p. 474, where my remark about his " school days ending
at iS " ought to read " 14 '*), is not to be printed, though extracts may be occasionally used, as
in the series of four pieces for HarJ^r^s Young People. By invitation of local wheelmen, he
has delivered lectures at Scranton, Apr. 12 ; Brooklyn, i6th ; Washington, 20th ; Auburn, aad;
Cleveland, May 4 ; Hartford, 6th ; and the success of these has been sufficient to lead to a regu-
lar engagement as a lecturer during the autumn and winter of '87-8, under the management of
Major Pond, to whom should be addressed all communications on the subject, at the Everett
House, Union Square, N. Y.

As I declared when Stevens reached Teheran that his adventure seemed to me " the most
remarkable and interesting exploit ever accomplished by a bicycle or ever likely to be accom-
plished ** (p. 483), and predicted that his report of it would prove '* more interesting to the gen-
eral reader than any cycling book in existence " (p. 655), I am glad now to make room for
these two extracts from the English press, which his publishers use in heralding the actual
book : " Mr. Thomas Stevens need have little doubt that the most .splendid piece of personal
adventure of this century will be placed to his credit. Vambrfry making the great pilgrimage as
a dirvish, Burnaby riding to Khiva, O' Donovan penetrating to Merv — to mention only the first
that come to mind, will always rank high in the annals of daring : but for the originality of its
idea, the physical endurance and pluck necessary for its execution, the dangers involved in it, and
its own inhereiit interest, this bicycle trip round the world will pretty certainly remain unequaled
in our lime " {Pall Mall Gazette^ " The mere moral courage demanded of the man who essays
an expedition into regions where such an outlandish carriage has never before been seen is suffi-
ciently notable to entitle Mr. Stevens to the credit which he will no doubt obtain for his plucky
exploit. No man who honors courage, pluck, endurance — no man who is capable of understand-
ing those qualities — will feel anything but admiration for him. To circle the earth on a wheel is
in itself a novelty, and as a method of seeing around one it is also a great deal more effective
than any other method" {London StancLvrd). I think it worth while, also, to add, as illustra-
tive of the cheap sneers thrown out by the English cycling papers, even at the very time when the

ADDENDA: BOOKS. xcvii

trareler was facing his greatest dangeni, the following foot-note to a letter in C. T. C. GeuetU
of Oct. (p. 414), whose writer said he had been asked, in a remote French town, " if he was the
man riding round the world." The editorial forger whom Mr. Justice Wills censured, the next
month, for having " indulged in the most vulgar abuse and in the worst style," improved the
dunce to say : ** Refers to Stevens, who is carrying out an advertising ride for the American
joomol Outing.'''* As regards that magasine itself, the following letter was received by me from
ill chief editor. Mar. 19, in correction of my remark on p. 660 : " In Dec, '85, Col. Pope sold
the controlHng interest to a syndicate of New York gentlemen, and, in Feb., '87, I bought the
balance of his stock. No one at present owns any share in it except the following, who form
the board of directors ol the Outing Co.: P. Bigelow, pres. and ed.; W. H. Schumacher, sec.
and treas.; T. Stevens, C. E. Clay, C. B. Vaux, Le Grand Benedict. All of these are wheel-
men except the last,~the advertising manager,~and he has a son now in coUege who rides the
bicycle. In addition to (his office suff. Outing is assisted by an outside body of s'pecialists, on
sponing subjects, and it is absolutely free from all connection with any manufacturing or trade
interest. With every indication that cycling is once more, under T. Stevens, to take the old
place of honor in iu pages, we may safely predict for Outing a permanent career of increasing
oacfulneas in its special field."

" Pedal and Path " (33 chapters, 250 pp., about 140,000 words, 2$ or 30 engravings, price
75c. ; Hartford : Ths Evening Pott Association, June, '87) is ths title finally adopted for the
book which I have indexed on p. Ixxv. as " From Ocean to Ocean on a Bicycle." Its author
is G. B. Thayer (b. May 13, '53), who was a grocer's clerk at Vernon, Ct., *69-'7i, then a grocer

00 his own aoooimt till the close of '85, and who has been employed since Nov., '86, in the office
of the newspaper named,— having served it as correspondent during the tour, which he also
briefly outlined in Bulletin^ Sept. 30, Nov. 13. He rode the bone-shaker in '7o-'73 ; first
mounted the bi. in '83 ; rode 1047 ti- in '84, ind. a day's run of 100 m. to New Haven and back ;
and 3564 m. in '85, ind. June tour of 175 m. along the Sound, Sept. tour of 480 m. through R.
I., and Oct. and Nov. tour of 1300 m. through White Mtn's (p. 576). He had only 3 falls in '85,
when be rode 13S6 m. without a fall, 1V96 m. in 3 months, and 801 m. in 38 days. His '86 tour
began at Vernon, Apr. 10, and ended at Baltimore, after 4236 m. of wheeling, and nearly 7000 m.
of r. r. and s. s. travel,— the total outlay for the entire period being only $280. He used a Lakin
cydoro., a corduroy suh with leather seat, carried a knapsack on shoulders, and rode a 46 in. Ex-
pert, whose full record was thus increased to 7900 m., without putting it at all out of condition.
A break in its head, on return tour in Kansas, was the only one serious enough to cause delay,
and he had only 3 falls which forced him to drop the machine, and these caused him no hurt.
His longest day's ride was 76 ra., best stretch of riding was from Columbus to Indianapolis, and
kogesi straightaway was from Vernon to Omaha, nearty 1900 m. He there took train to Den-
ver, and afterwards used both r. r. and s. s. in exploring California and Oregon, and on homeward
trip, as he joanieyed for the pleasure of it, and not to make a " record,"— paying his own ex-
penses and receiving no gift or stipend from any one. In this respect he diffsred notably from
two other cross-continent riders of '86, who were commisdoned by the Pope Mfg. Co. The
firatof these. F. E. Van Meerbeke (b. about 1865), left the N. Y. City Hall at noon of Mar. i,
and wheeled to Lynchburg, Va.. 435 m., in 133 h. of actual riding; then by Atlanta, Montgom-
eiy, New Orleans, Houston, and Tucson, to Yuma (Ariz), Aug. 18, when he reported 3313 m.
wheeled in the loS days from N. Y., and said he expected to reach San Francisco on Sept. 10.

1 bdieve he did get there then, though forced to take train at certain places on account of floods.
My three letters inquiring for details never brought an answer; neither did the cycling press of
'•S ever allude to his " tour from N. Y. to Denver and back," which the papers of '86 vaRuely
accredited him with having taken then. The other '86 long-distance man employed by the
Popes wa»S. G. Spier (b. Nov. 9, '64), of New Lebanon, N. Y., who started from Albany
June I and reached San Frandsco Sept. 9,— adhering pretty dosely to the route of T. Stevens.
I devoted a day to making an abstract of the type-written copy of his daily log, but am unable
to priat it for want of space. I think he really covered the distance, but his mileage figures are
entixdy untnutwortby, though professedly taken from Church cydom., which Salt Lake City

xcviii TEN THOUSAND MILES ON A BICYCLE,

men report t» me as out of order at that point. The BL World of Oct. 23 (p. 592) pnnted a
" claim " from him, as having rid(l<:n 21 1 m. io la h. ai Oakland, C;il., Sept. 16, and again 113 m.
in 13 h. on Sept. 24; and his character is further shown by the fact that, after writing the ex-
pected puff of his 52 in. Expert as " the best/' he sold puffs of other nukes as " the best." A
tourist who followed his trail through the Mohiwk valley, a week later, has also perpetuated
the memory of his boastf ulness, in the second of a scries of agreeably humorous sketches ( Wh,
GnM,^ Aug. to Nov.), called" From the Hub to Hoosierdom." This was P. C. Danow(b.
Mar., '61), an Indianapolis printer, 5 ft. 10 in. high, weight 140 lbs., who had lidden 800 m. on a 4S
in. Star in '85, and 800 m. on a 54 in. Expert in *8S, previous to June 2, when he began at Boston
a homeward tour of about 950 m. in 19 days. Tlic distance is " estimated," because his new
Butcher cyclometer stopped working on the fifth day from the start. He took train. Providence
to Hartford, 68 m., Cleveland to Ft. Wayne, 45 ra., and boat from Erie to Cleveland; and
he took his leisure all the rest of the way while wheeling. " As for loneliness,*' he said, " the
contact with ever-varying classes and conditions of people, and ever-changing landscapes, made
it impossible ; but I, for one, will run the risk of being lonesome rather than being bored."

The high-water mark of English achievement in the shape of wheeling literature seems to
have been reached, at the close of March, by the issue of the volume called ** Cyding" (Lou-
den : Longmans, Green & Co., 10 s. 6 d.), in the series known as Badminton Library of Sports
and Pastimes ; see p. 6S7. It is imported at Boston by Little, Brown & Co., at $3.50 in doth
or $^ in half morocco, and their adv. says : " 472 pp., illust. by 19 full-page plates and 60 wood-
cuts," though the text is elsewhere named as covering 442 pp., and the " phenomenally com-
plete and copious index "17 pp. in double-column. The 14 chapter-titles are as follows : Intro
ductoiy (by Lord Bury, very generally praised) ; historical ; riding ; radng ; touring ; training ;
dress ; dubs ; tricycling for ladies ; radng paths ; N. C. U. ; C. T. C. ; construction ; the
press and literature. Tlie last-named is the shortest and the one preceding it the longest,
"covering 125pp., i^om which even veterans who have watched the progress of wheels from
the bone-shaker stage may derive some information. The whole volume is quite unprecedented,
and forms the most elaborate and complete exposition otf the sport yet issued " {,Cyc. J<mr.,
Apr. i). " It will be interesting reading to the practical cyclist ; and the man who is going to
cycle will find every item of information necessary at hand " (Bi. News^ Apr. 3). '* The price
b higher than the general run of cycling publications, but, as the book is got up in the best style
of binding, it is quite worth the money and will take its place on any drawing-room table. It is
a complete compendium upon everything connected with cyding " {Cyciat, Apr. 13). " It is
the most complete and interesting book of the kind we have ever read, and supplies a regular
mine of information, and as a book of reference is invaluable " {Irish Cyclist <&• AthleU^ Apr. 13X
" The book is the best that has yet been issued, and is honestly worth the 10 s. 6 d. charged
for it " {Wheeliftg, Apr. 20). " It is essentially English, and is meant to be. Only the slight*
est reference is made to cycling outside the British Isles, and even in the ' historical ' chapter
America is almost entirely ignored. Yet no wheelman can afford to be without ' Cycling ' on
his book-shelf, for this work is by far the best ever printed " {Bi. World, May 13). The pict-
ures supplied by J. Pennell meet with the approval of all the critics, while those fathered by
Lord Bury are as unanimously condemned. The Cycling Journal says the latter's " description
of the mode of government of the C. T. C. is intensely amusing, fun being poked at the auto-
cratic secretary in a good humored way, that can scarcely arouse the wrath of that offidal him-
self " ;— whence it would appear that the Viscount Ukes a more jocose view of literary foixery
than did Mr. Justice Wills. Most of the hard work in compiling the volume is to be accredited
to G. Lacy Hillier, ed. of Bi. Nnvs and of the cyding dept. of Land ^ Wafer, who requests
that newspaper notices of it be mailed to him at 24 Beckenham Road, Penge, London, S. E.

" Wanderings : on Wheel and on Foot through Europe," by Hugh Callan (I.ondon : S.
Ia)W, Marslon & Co.; about 250 pp. ; illust.; 50 c), will probably appear eariy in June. His
biog. is given on p. 54$, and he first gained notoriety in the cyding world by winning the $350
prise offered by Til Bits, a London penny-paper, for the best story of adventures on the wheel,
--printed Dec 4f *86. As reproduced at Boston, in the CyeWs final issue, Jan. ai, it covered

ADDENDA: BOOKS. xcix

• trifle more than two pases. A similar spacs was given by HTkegiifigr, Dec 19, to the unsac-
cessfuJ narrative of A. M. BoUon (p. 549)i " believed to be the only cycling journalist of the
metropoUs who competed " ; and a comparison of the two may help to show the probable " lit-
erary standard " by which such things are judged in England. In a letter to the Cyc/tsi of
Jan. Si defending his prize-piece from ibe charge of Munchausenbm, Mr. C. alluded to the re-
pon of one of his tours as liaving been printed in the FuiUi^Ozi, z6, 2$, %o ; Nov. 13); and it
elsewhere appears that in '85 he drove his 52 in. Challenge 1 100 m. on the Continent, and in '86
1500 m. there, besides 3000 m. on British roads. His letter to me of Apr. 30, '87, says : " First
put wi.l tell of my 'd6 ride from Hamburg to the i£gean sea and Athens ; second, of my '85
ride from Amsterdam up the Rhine to Geneva and back to Antwerp ; third, of my '81 tramp in
France and Belgiumi when I sl^pt in the fields and worked my passage as a sailor, after money
was spent. Book is descriptive, anecdotal, historical, ethnological,— not a bare narrative, but an
attempt to blend my own adventures with the spirit of the places, and to enter with a human in-
terest into the life of the various people met on the way. As to odometers, 1 last year used
Uuderwood's, because it is the lightest. It dropped o£E after 1400 m, were done ; but the med-
duDg of inquisitive hands doubtless had somethmg to do with its failure."

The lliffes, of Coventry, issued in Dec a shilling book called " Two Trips to the Emerald
Isle, by ' Faed,* — embracing a Racing Trip to Dublin and a Touring Trip to Killarney." The
ttyle is unconventional and quite free from political allusions. A half-dosen full-page litho-
Kraphs by G. Moore are inserted, and there are a dozen lesser pictures in the text, which covers
58 pp., 8^ by 6i in., and is accompanied by 17 pp. of adv. The same publishers, author and
price are to be recorded for " Th: PUasores, Objects and Advantages of Cycling," whose Jan.
adv. called it *' the most interesting and highly illustrated cycling work yet published." Its
sine chapter-titles are as follows : Why cycling captivates ; the history of cycles and cycling ; my
experiences of Safety bicyc'ing ; ths utilitarian aspect of cycling ; cycling as a pastime ; cycle
radog ; curiosities of cycling ; a charming Tandem spin ; the literature of cycling. (For author's
biog. see p. 534.) Late in '86, the Iliff ^s issued "Abridgments of Patents Relating to Veloci-
pedes, 181S to 1S83," by R. E. Phillips (see pp. 550, 683), strongly bound in cloth, at
IS ; and they announce in preparation a second volume, covering the patents of the year 'Af,
wfaen the new act went into effect, at $2.62,— though advance subscribers, limited to 100, can
be enrolled at $1.87. A cheaper edition of Vol. I. (310 pp.; paper covers) appeared in Feb., at
ls.25, which was the advance subscription price of the bound copies. " Cycledom : the
Christmas Number and Year Book of th ^ Cyclist for 1886-7," wras perhaps the most eUborate
and costly amount of such material ever offered for a shil.ing, for it contains 114 pp., ix by 8
in., with 15 lithographed cartoons by G. Moore, and a very ornate cover, printed in gilt and
colors. The cheapness is of course explained by the 60 adv. pp. scattered through the book, be-
tides those whidi are incorporated with the text of the calendars themselves. The "funny
business" customary with such prints covers 65 pp., and most of the remainder is given to
practical statistics, of the sort which used to appear in the " Cyclist and Wheel W(W/«b/ Annual,"
sncfa as racing records ; officers, dates and uniforms of clubs ; and " brief biographies of more
than 150 of the men best known in cycling drdes." (The latter annual's final issue was in Jan.,
'85, and its earlier ones continued the series bsgun by " Icyclcs " in '80; seep. 692.) An
iliuroinated lithographic cover and a dozen wood-cuts characterize the " Christmas number of
the Irish Cyclist and Athlete " edited by R. J. Mecredy and printed by A. & E. Cahiil, Dublin
(68 pp., incl. 36 adv. pp.), which sells for sixpenc3. The same price attaches to " Chestnuts,
or the Wheeling Sandford and Merton, by W. McCandlish and F. Percy Low " (pub. at
Christmas, *56, by H. Etherington, 152 Fleet St.), an octavo whose 50 pp. of letterpress form a
narrathre of 10 chapters, and are flanked by 60 adv. pp. The Birmingham weekly, Sport ^
Play, made a first attempt at a Christmas number in *S6, which Wheeling A'isx^MeA as " one
of the most remarkable pennyworths of the year,' with its amusing skit by Tom Moore, which
should be in the hands of all interested in c>'cling politics." "A London Physician's " pamphlet,
" the Cyclist's Pocket Guide, giving practical hints for the amateur, and good advice for all "
(Iliffcs), was aOuded to approvingly by Whteting oi Oct. 30 ; and that paper of Nov. 24 named

c TEN THOUSAND MILES ON A BICYCLE.

the following as supplied for 13 c. by the Coventry Machinists* Co., 15 Holborn Viaduct : *' *A
Sufferer's Experience of Rheumaiic Gout,' the author of which, after having been afflirt«w< inth
the disease for 17 years, and trying all sorts of remedies, was cured by tricycling."

A map of " the country west of London " (Mason & Payne, 41 Comhill ; 50 c.) was recxMS-
mended by CycliU of Dec 22, as a new issue, " showing roads, footpaths, parks, woods, com-
mons, and rails, as >itell as the distances and heights above the sea level," on a scale of | m. to i
in. Its size is 43 by 32 in., folding in a cloth case %\ by 4^ in." The popularity of G. K. Yoong*s
" Liverpool Cyclists' Guide " (see pp. 556, 636) is testified to by the fact that the sixth editioo,
for '87, is threatened with a rival, which his former printers announce in preparation, with
almost identical mzX.mA{W fueling ^ May 4). " Handbook on Training for Athletic Exercises,"
by W. E. Morden (E. Seale, Imperial Arcade, Ludgate Hill ; 25 c), was mildly praised in BL
Nevus of Jan. 29 ; and "Athlete's Guide " {Pastime Pub. Co., 28 Paternoster Row ; 25 c), ed.
by N. L. Jackson and E. H. Goodbold, was called " extremely valuable " in Wheeling oi May
4. The second book " contains a full table of all British amateur records," and its chapter 00
" cycling " (by G. L. Hillier) is more complete than the former book's. A series of pictured
reports of " Cycling Rambles in the Home Counties," by H. S. Watkins, was begun in the
JUust. Sporting iSr* Dramatic News of Apr. 30, and will doubtless be reproduced in book form.
The BL News of Apr. 30 praised the neatly-printed and leather-bound dub-book of the North
Warwickshire B. C, — with its chapters on cycling, touring, government and other general mat-
ters,— as superior to most of the London attempts at club literature ; and it acknowledged, with-
out approval, the receipt of a silly song, " Not the Baby but the Bicycle," pub. by S. Heard ft
Co., of 192 High Holborn; written by T. S. Lonsdale; music composed by C. H. Chirgwin.
The Cyclist of Jan. 36 says : " An excellent waltz, ' the Knights of the Wheel,' has just been
composed by T. Capel Seavy, who proposes to embody the badges of 30 clubs around the figure
on the outside cover. Clubs desiring to be commemorated thereon should apply for particulars
to the publishers, 29 Southampton st.. Strand." The ed. of (Cyclist, referring in Dec to my
quoted " review " (p. 684), says that " Miss Erskine's book on 'Tricycling ' has gone through
2 eds." ; also that H. T. Round's '82 book, noted on p. 687, '* was the most complete and per-
fect annual ever issued, — but has not been perpetuated, because too big and expensive for the
price" ; also that the 6th ed. of his own " Indispensable " (which I name on p. 685 as appearing
** late in *86") " is in press, but want of time even now, Dec. 29, prevents its completion. The
'82 ed., which brought the total issue up to 16,000, has long been out of print." The san^
" retired naval man " who wrote the book of Scottish tours, named on p. 684, published an
earlier one called ** Nauticus on his Hobby-Horse," whereof no details are known to me. A
writer in BL News of Jan. 15 says that the earliest book on cycling was pub. at London in 1868
by A. Davis, entitled thus : " The Velocipede and How to Use It " (see pp. 402, 688). lo
Dec, '86, there was issued by W. Guilbert, at Ryde, Isle of Wight, price 18 c, a list of the
year's cycling championships in all European countries, compiled by J. A. Randolph, C. T. C.
consul at Ghent. The Cyclist calls the tables " most complete."

In addition to the 5 blank-logs previously issued in the U. S. (see pp. 677-8), " the Wheel-
men's Record Book, the only perfect one of its kind ever published " (100 pp. ; pocket and
pencil; leather cover; 70 c), by Rich wine Bros., Phila., is adv. by the /iMrricaA Athlete ol
Apr. 30, whose ed. offers to send it as a premium for two subscriptions to his paper at 50 c. each.
*' Cyclers' Tables of Shell Roads near Norfolk, Va." (20 pp., 2^ by 4 in., 10 c), is an amateur
booklet, issued in Feb. by V. P. Ellis. An adv. in Wheel News of Apr. i urged all cyders to
at once forward their names, and name and size of wheel used, to Box 595, Westfield, Ms.,
for gratuitous insertion in the " Wheelmen's Directory," to be issued by '* the U. S. Wheel-
men's Pub. Co." I found, by personal inquiry in May, that the '* Co." consisted of D. L.
Beldin, a printer, and H. A. Lakin (p. 527) ; but the only answer given to my request for site,
price and publication-time of the book was this : " It will come out a good deal sooner than
your own." S. C. Griggs & Co., of Chicago, adv. in Outing, of Sept., '86, "The World on
Wheels and other Sketches" ($1), by B. F. Taylor, a well-known journalist of that city, who
has died since then ; but this had even less reference to cycling than the work of same name

ADDENDA: BOOKS. • oi

deaeribed on p. 680,— being stroply a series of humorous obeervalions of travel by train. A
wheelmen's map of Worcester, Ms., is now distributed gratis by Hill& Tolman, cyde dealers.
C M. Richards has postponed for a year the pamphlet of " Instructions " noted on p. 678. At
about the middle of Apr., the Orange Wanderers (N. J.) voted that the club sliould publish a
pamphlet '* on the*advantages of good roads and the proper construction and maintenance of the
same." Four works on this general subject were thus catalogued by a writer in Bulletin of
Nov. 12 : ** Roads and Streets," by Law & Clark (Wcale's Series, London, '61 and '77 *. N. Y.,
'67) ; " Roads, Streets & Pavements," by Q. A. Gillmore, Brev. Maj. Gen. U. S. A. (N. Y. :
D. Yap Nostrand & Co., '76) ; " Engineering Notes," by F. Robertson (London and N. Y.,
'73) ; " Construction and Maintenance of Roads," by E. P. North, C. £. (in " Transactions of
American Society of Civil Engineering," YoL YIIL, May, 1879).

JouKNAUSM. — ^The following is a complete list of the 16 cycling papers now published in
America (May 4, '87), arranged in order of their age, with date of first number of each, names
of editors and publishers, and places of issue. The weeklies are marked " w." and the month-
ties " m.'* — the former's price being $1 and the latter'sso c, unless otherwise shown : Bicycling'
W^rld, w., Nov. 15, '79; C. W. Fourdrinier and J. S. Dean; B. W. Pub. Co., 12 Pearl »t.,
Boston. Ms. Wheel, w., Sept. 35, '80; F. P. Prial, 23 Park Row, N. Y. IVheelmen's Ga-
aette, m., Apr., '83 ; H. E. Ducker, Springfield, Ms. Canadian Wheelman, m. (#1), Sept.,
'83; J. S. Brierley; C. W. A. Pub. Co., London, Ont. Bicycle South, ra., Dec, '84; H. P.
Seiferth ; Hunter & Genslinger, 1 16 Gravier st. New Orleans, La. Star Advocate, m.. Mar. ,
*&$ ; E. H. Corson, East Rochester, N. H. L.A. W. Bulletin, w. , July 2, '85 ; A. Bassett ; Ex.
Com. L. A. W. ; 22 School St., Boston, Ms. American Wheelman, m., Aug., '85; L. S. C.
Ladish ; A. W. Pub. Co., loS N. Fourth St., St. Louis, Mo. Bicycle, m. (12 c), Apr., 86 ; L.
P. Thayer, West Randolph, Yt. Pacific Wheelman, w., Sept., '86; Crandall Bros., 339 Bush
SL, San Frandsco, Cal. Bicycle Herald &* Evangelist, m. (15c.), Sept., '86 ; H. A. King ; King
Wheel Co., 51 Barclay St., N. Y. Minnesota Division, ro., Nov., '86; E. C. Smith, Winona,
Minn. Wheelmen^ Record, w., Jan. 6, '87; G. S. & P. C. Darrow; W. R. Co., 25 Sentinel
Building, Indianapolis, Ind. L. A. W. Pointer, m., Apr., '87; J. A. Hinman; L. A. W. P.
Pub. Co., Oshkosh, Wis. Wheel News, w. (70 c), Apr. 1, '87; N. L. Collamer, 47 St. Cloud
Building, Washington, D. C. Oregon Cyclist, Apr., '87 ; F. T. Merrill, 14s Fifth St., Portland,
Or. No price is attached to the last-named, nor notice as to when the future numbers will
appear ; but, as it is "entered at the post office as second-class matter," such numbers seem to
be intended. It has 33 pp., of standard size, — letterpress and adv. alternating, — ^anda profile
portrait of the editor and proprietor is framed in the " O " of the heading. As regards this,
foregoing brief adv. of the whole American press, I urge that it ought to be given free insertion
not only in every American book and pamphlet devoted to cycling, but in every trade-catalogue
or price-list which cny American cycle dealer may issue. " Intelligent selfishness," and " the
law of reciprocation " may both be said to demand this policy (as I explain on pp. 653, 718) ;
but I believe' the only catalogues of '87 whose makers have yielded to my many printed and
written arguments for granting such slight favor to the press are those of the Gormully &
Jeffery Co., and A. G. Spalding & Brother, both of Chicago.

The rapid change, if not also growth, characteristic of cycling journalism, is well shown by
the amoont of '* additions and corrections " needed to produce the foregoing list of 16 from the
similar one of i a compiled nine months earlier for p. 654. Three of those 12 have died ; and
none of the 3 ever seemed to have as good a field, or to show as many signs of prosperity and
longevity, as must be accredited to the Wheelmen^ s Record, of Indianapolis, — the most promis-
ing one of the 7 which have sprung up within the three-quarters of a year. " Bom in a job-
printing office on the 6th of Jan., it began growing and expanding in a way that astonished its
friends." Such is the statement of its i6lh issue (Apr. 21), in announcing removal to a new
ofifice, from the original cramped quarters at 35 W. Market St., as having been forced by the
swiftness of its growth. A week later, it advertised in preparation a " special number for the

cii TEN THOUSAND MILES ON A BICYCLE.

League meet at St. Louift, giving in advance a burlesque account of that gathering, as a sort of
souvenir" (16 pp. of illustrated text, in ornate lithographed cover) ; and promised for May 12 a
full page lithographic portrait of T. J. Kirkpatrick, the probable next president of League. A
similar lithograph of T. Stevens appeared Apr. 7, " portraits of 9 Indiana wheelmen/' Apr.
21, and " cartoons " Mar. 17. and earlier. Besides these special features, wood-cuts have been
interspersed in the text from the first number ; and the heading itself is of a humorous sort, repre>
senting riders of various styles of wheels carrying placards on which are severally inscribed the
six letters which spell the title " Record^ The artistic features of the paper are by P. C. Dar-
row, who enlivened with similar pictures the report of his long '86 tour (in Wh.^ Gau. ; see p.
xcviii.) ; and I wish here to praise that same report as one of the very few sketches known to me
for really reproducing in print the humorous experiences of the road, without any strained and
tiresome attempts at wit or smartness. His brother, G. S. Darrow, is the chief working editor,
while C. F. Smith attends to the advertising. The page is of standard size and enclosed in a
cover whose color varies from week to week. The Record firmly upholds the League ; and, in
addition to representing the same in its own State, has arranged with the officers of the Illinob
Division that subscriptions from members thereof shall be accepted at the reduced rate of 75 c,
in consideration of the officers' supplying their earliest official news to the Record. ('i*hose ofii<
cers, on Nov. 21, arranged to use as " their organ " the Sunday issue of a Chicago daily, the
Inter OceaHy in return for its devoting a regular column to cycling affairs ; and the Sporting &*
Theatrical Journal then dropped from its heading the " and IVestem Cycler" which it had as-
sumed when appointed to the organship, July 3, *86; see p. 672), The Record 9ma to be light
and amusing, and it at least reaches near enough to that ideal to possess a character and jBavor of
its own. It shows more care than any other cycling print yet produced west of the Alleghanies.
The Wheel News is "devoted expressly to touring," its ed. being the League Tourmaster,
and the size of its 8 pp. is 9 by 6 in. The Pointer ^nd Division are State organs of the League,
as shown by their titles. The Pacific Wheelman is of same size as News^ — the issue of Tues-
day, May 3, being the first one that came to me in that shape, and with new editors' names and
doubled price. After a half-year as an 8 p. monthly, it changed to a 4 p. weekly, and thus ap-
peared with an ornamental heading, from Mar. 5 till April 9 or later. During all this time, its
price was 50 c, its publication office 1029 Market St., and its " editors and proprietors," T. L
Hill, D. W. Donelly, F. R. Cook and S. F. Booth, jr. It is the '* official organ of Cal. Div. of
League," — the Ingleside^ named on p. 661, having died. The Bi. Herald is an adv. organ of the
King Wheel Co., of N. Y. (incorp. Nov. 24, *86), and its ed. is Rev. H. A. King, of Springfield,
Ms. , pres. of the company and inventor of the King safety bicycle. Its drculation is based upon
the mailing-list of a local revivalist and temperance paper called the Evangelist^ which had a
post-office registry for second-class rates, and most of its matter is designed for Evangelist read-
ers. It do2s not appear to exchange regularly with the cycling editors, and I have received no
copy save the first (Sept.) ; but I have heard of 2 or 3 later ones, and the current adv. of the K.
W. Co. still says that it will be sent for 15 c. a year by the sec.-treas., A. J. King, 51 Barclay St.,
N. Y. Prosperity seems to have been won by the American Wheelman (whose " pub. co," is
said to consist of L. C. S. Ladish, J. S. Rogers, L. Gordon and E. L. Stettinius), for its May issue
contains 18 pp. of adv. and 12 of text, — well-printed in the reformed style mentioned on p. 67s,
—though the rumor there given of its absorption of the Bi. South was not correct. I think that
paper is still issued, but no specimens have reached me since Aug., and I name its editor on
authority of a note in Bulletin of Sept. 3, correcting thus my statement of p. 670, that S. M.
Patton was to be its ed. I gladly correct also my assumption of p. 671, that the Smith Mach.
Co. gave more support than all other patrons to the Star Advocate^ — the neat little monthly
which fills so well its chosen function of vigorously proclaiming " the Star," — for its editor de-
clares that only until recently, when the Smithville people purchased a paid adv. at regular rates,
has he received any help at all from that quarter. The 7ih issue of the Vermont Bicycle, in
Oct., *86, changed its first rude shape (see p. 672) to 16 pp. of standard size and improved typog-
raphy, but in Jan. it went back to the old form and dropped " Vermont" which was the only
distinctive thinz in its title. The not expensive rate of 12 c a year (dating from Apr., when ad

ADDENDA: JOURNALISM, ciii

vol. began) is explained by the fact that most of the type is first used for the Herald &* ATewtt
MBoed by the sanw editor, who lias just been chosen as chief consul of the League in his State.

The ££, World celebrated the opening of a new volume, May 6, '87, both by moviug to a
pewofiioe where it can do its own printing, and by retuniing to the former double^olumn typog-
capby, which I motioned on p. 663 as looking better,— also superseding the head of Aug. 7,
'80, by a neater one of style similar to the earliest, but more artistic Oddly enough, it makes
% hiscoric blunder by inserting in the head, " Founded 1878,'* for the real date was Nov. 15, ^9
(seep. 662), while the first issue of Am. Bi. Jour. — whose "good-will " the B. W. bought,
while disclaiming the lineal successorship— was dated Dec. 23, '77 (see p. 655}. The last gas>
of the B. iy.*s " archery " off:»hoot, which I have described as absorbed by Recreatian (pp. 663,
668), was given when that luckless journal died, quite appropriately, in the office of the IVJuel,
where it was bom, as Amateur Athiete^ Apr. 4, 'S3, — the final issue bearing date of Nov. 26,
'86. Its owners, the ** Cyclist Pub. Co.," sold the corpse, Nov. 29, to the Wheel's owners, the
" Cycling Pub. Co." (mentioned incorrectly on p. 667, as having " made its last appearance "),
which was then reorganized (J. W. Barnes, pres. ; F. Jenkins, treas. ; W. N. Oliver, N. M.
Beckwith, G. M. Huss, W. S. Bull, H. A. Smith, stockholders), and which at once leased the
Wheel to F. P. Prial, its present editor and publisher, at a rental representing a certain per-
centage of the capital stock, with privilege of perpetual renewal. Though he had done most
of the editorial work from Apr. 21, '85 (p. 666), his name was first printed as ed. Sept. 3, '86;
ind when " pub." was first added to it, Dec. 3, he reduced the price to the standard %v rate,
ibough " ^a " had been named during the 8 weeks preceding, on account of some trouble with
the Am. News Co. On May 6, he changed his office to 23 Park row, and at same time trans-
ferred tlie printing from 12 Vesey st. to B. W. Dinsmore & Co., of 13 Frankfort St., who w;;re
employed in '83-4. Pagination was resumed, after long disuse, when the 6th year began, Oct. i,
and the 33 issues from then to May 13 show 46S pp. A " Southern Department " was begun
May 4, under N. L. CoIlamer,of Washington, ed. of Wheel Nttvs ; and the more frequent em-
ployment of brevier type allows its editor to proclaim it as " the Iarges^of the weeklies." At
the age of 8 months (Dec. 3 ; see p. 665), the Cycle gave a significant sign of distress by drop-
pit^ the price from $1.50 to 75 c. ; and when ths Jan. 21 issue announced its " ceasing to exist,"
because of cd.'s promotion to management of Bulletin (p. Ixxxvi.), its small sub. list was sold to
the all-swallowmg Wh. Gas., of Springfield. As for the unborn papers, a Washington cor. of
the Wheels Mar. 4, said '* the Wheel Age^ a 2 c. monthly representing a club of scientific riders
and writers," would appear there within 6 weeks ; but on Mar. 35 he reported a postponement,
" though enough capital has been subscribed to run the paper for a year." The Am. Wheel-
■Miv. of Apr., says a bi. )oumal is about to be started by the riders of Oakland, Cal. ; and
another reporter (Bui., Dec 17, p. 590) said he had " pretty good authority for believing that
Kansas City, Mo., would soon have a cycling weekly, managed by H. G. Stuart."

The most notable addition to the British journalism of the year is the Way/arer, a quarterly
magazine issued by the well-known London publishers, Chatto & Windus, of Piccadilly, in behalf
of the editorial committee of " the Society of Cyclists," which was established in the early part of
*85, with these avowed objects : " The development of cycling, and its application to the pro-
motion of studies in literature, science and art." I quote from an official leaflet, which names a
fEOveming council of 24 (including 2 clergymen and 3 physicians) in addition to these 3 officers :
Pres., B. W, Richardson; treas., M. F. Cobb; sec, A. W. Blyth. The latter may be ad-
dressed at the society's rooms, 9 Conduit St., W., where monthly meetings are held, from Oct.
to May, wh^n " new inventions are exhibited and papers of interest to cyclists read and dis-
cussed." Admission to the society is by three-fourths vote (6 black-balls to exclude in any case),
and its annual fee of $5.25 entitles each member to the Wayfarer^ M'hose price to outsiders is
%\. Tickets admitting visitors to the meetings may be had on application to any member or to
ihe secretary. Corresponding members pay an entrance fee of $$-25. biU no annual dues, and
they can take no part in the election of members or officers. No officer can hold his place for
more than three consecutive terms; and " the 8 councilors who have attended the fewest coun-
cil-neetings during their year sliall not be eligible for re-election until after the lapse of a year."

civ TEN THOUSAND MILES ON A BICYCLE,

" The council sliall meet as often as business shall require ; and any 3 of the 27 counctk>rs shall
be a quorum." Women are eligible to membership; and the expulsion of a member requires
a two-lhirds vote, after its recommendation by the council. The evolution of the society from the
•* Tricycle Union " has been detailed by me on p. 647 ; and an account of its " first annual con-
gress," which is there alluded to, covers much of the Wayfarer's first issue (Oct., pp. 118),
while its second (Jan., pp. 86) contains upwards of a dozen papers read at the various monthly
meetings, on such subjects as "Tricycles for the Police," " Norway as a Field for Cyclists,**
"the Essex Route to Kent," and " Druidical Remains at Abury." The latter is by the
"secretary of the editorial committee," J. B. Marsh, the same "elderly quidnunc''^ whose
** vaporings " proved so distasteful to the " Sec-Ed. of C. T. C." as to lead him to forge the
signature of J. Pennell, in order to effectively denounce them (see p. xci.). J. P. himself is one
of the society's council, and will doubtless be glad to recommend the names of American ac-
quaintances who may wish to become corresponding members.

Inferior typography and paper characterize the Cycling Budget (" a domestic and cycling
)Oumal, for news topics and leisure hours; editors, Ixion and Thalia ; manager, Wm. Bolton "),
which has been issued every Wednesday since Dec. 14, *86, at 170 Strand. The latter half of
its 16 pp. (12 by 9J in.) is given to " reprint matter " of the sort which American country papers
use for padding, and the greater part of this seems to have originated in America, — Burdette,
Bill Nye and other familiar names being quoted in the only two specimens I have seen. Mar. 2
and 9. The adv.'s are all restricted to the orange-colored cover. Wheeling of Mar. 2 was " re-
quested to state that T. C. Heath (editor) and H. H. Grifihi are no longer connected with the
Cycling Budget V Mr. G. was mentioned on Nov. 10 as having ceased to supply the ** club
chronicle " for Bi. News, and having terminated all connection with the IlifTcs (see p. 690).
While letters on a black background characterize the heading of the Cycling World, "an illust.
weekly newspaper for wheelmen, edited by J. H. Akennan," and pub. on Wednesdays at 158
Fleet St., beginning Mar. 9." Tlie ed. was formerly connected with the Cycling Times (which
H. A. Barrow, wrongly named on p. 689 as " proprietor," has also left), and he sa>'s "the
writers who have joined in the venture have already made their names in connection with the
journalism of the sport,"— but he does not announce them. The only " illustration " I find
in the first issue is a cut of a tricycle. The adv.'s cover the outside 4 of the 16 pp., of standard
size, and the price is a penny, as in case of all the London weeklies. The choice of IVorld for
a title was made possible by the discontinuance, in Dec., of the Iliffes' Wheel World {^^ pp.
654, 690), in favor of " Olympia " (price 12 c), which they began, in Jan., " to command the
broader field of all outdoor sports," after the fashion of Outing; though they still adv. it as
" the cyclist's monthly magazine," and the wheeling contributors continue to predominate. H.
A. Judd ceased to edit and A. J. Wilson (" Faed ") ceased to contribute to W. W., a month
before the transformation ; because, with the issue of Tricycling Journal oi Nov. la, H. A.
Judd & Co. were announced as new owners, with A. G. Morrison (pp. 535, 690) as a third mem-
ber of the ed. staff. The office was at once changed from Hammersmith to 181 Fleet st. (pp. 654,
691), the typography was improved, and an artistic heading was added,— the laltci being thrown
off, Mar. 25, when a ch.inge of name was made to Cycling Journal. Since then the words,
"edited by H. A. Judd" have figured at top of outside page. The pink cover and "land-
scape heading " of the C. T. C. Gazette have been replaced in the current volume by a bhie
cover and a neater design, giving prominence to the new badge " pirated " from the L. A. W.

After an inspection of advance pages of my " literature " chapter, the ed. of Cyclist sent
me the following corrections (Dec. 29, '86) : " The old Bicycle Journal {{i. 689) did not appear
until *77, a year later than Bi. News, for it spnmg from the annual, instead of giving rise to it.
Wheel Life (p. 6go) was a failure, because its editors did not secure the public taste. The 'Jri-

cyclist, on the contrary, always paid its way. The amalgamation has proved a big success, the

Bi. News now circulating within 2000 copies of the Cyclist, and increasing weekly. Its cartoons
knocked the Wheeling ' art supplements * (p. 693) into ridicule. Your quoted par. from B. N.
introduction (p. 694) was really %vritten by W. McC. and not by G. L. H., as implied. Youi
implication (p. 549) that I purposely left out the ' Star * from my list of safety bicycles, becauso

ADDENDA: JOURNALISM, cv

it k Ameriaui, is alto wrong. The oversight was mainly because the Smith Mach. Co. failed
to fin ooi my blanks for details, and hence it got overlooked. This is proved by the fact that
several of the patented parts are described in my first duipter. I would also remark that I was
tke first English joMmalist to take any note of American doings whatsoever."

As every loyal Englishman wishes this year to help celebrate the " jubilee," or completed
lialf«century of Queen Victoria's reign, the Cycluty of Dec. sa, called upon the wheelmen of the
kingdom to subscribe for a " jubilee life*boat fund," and the responses, up to May 4, have been
#•396. As the boat and house cost $5000, and the boat alone ^3250, the proposed memorial
seems likely to be incomplete ; but the sum actually raised makes a very creditable showing for the
editor's energy. Similarly, the BL News^ of Mar. 19, called for help in buying artificial limbs
for a l^leas sailor, J. Mcintosh, who had driven a tricycle from Dundee to London in 20
days, and was able to announce $94 collected on Apr. 2. That paper of May 7 gives a page to
tabulating its circulation for 53 weeks, showing a growth from 3650 to 7050 o^ies, which it
calls " a larger |nt>portionate progress f«r the 12 mos. than that of any other cycling journal, and
a laiiger actual circulation than that of any other 6xcept the Cyclist, We believe that, within 3
mos., our issue will exceed 10,000." As between the two Coventry prints just named, I can ex-
IHcss the opinion, after a 4 months' perusal of both, that Americans will find more to interest
them in the B. N.^ de^ite its hostile tone towards this country (p. 695). November report
meaticmed A. C. Harmsworth, as its actual managing editor at the Coventry office, though his
name is not printed in the paper. A recent token of its unfairness was a refusal to publish the
report of A. J. Wilson of the Trieyclitt, exonorating the Springfield B. C, from the charge of
** falsehood " raised by the Cyclist^ when the club announced, in Oct. (as a jusiiikation of its
advertising the presence of well-known English "amateurs" at its Sept. tournament, who
in reality failed to appear there), that it possessed letters of leading English firms, contracting to
supply those " amateurs " at a stipulated rate. The Cyclist challenged the club to produce
those letters for some well>known Englishman's inspection ; and they were therefore submitted
to Mr. W., with the result stated. All the other cycling papers printed his report and said it
justified the honesty of the Springfield B. C.,— but the Cyclist kept quiet until, on Apr. 13 (p.
636}, it was forced it make a halting apology for " refusing to print stale news " ; but it did nol
squarely retract the false chaige. As regards the " Coventry ring " publishers, I may remark
that they were quick to see the force of my printed argument on p. 719, and put their papers on
file with me for indexing, rather than allow Wkttling to exclusively get the benefit of my quota-
tsoos and credit-marks. The Cyc, Jaur. and /r. Cyc. &» Athlete have also adopted the same
•* intelligently selfish " rule towards nie, which Wheeling's publisher was shrewd enough to
adopt at the outset of my round-the-world enterprise. A recent token of English appreciation
of that shrewdness is the publication by the St. Stephen's Gasette of a portrait of H. Eihering.
ton, " manager of the Sportsman's Exhibition," accompanied by biographical sketch* which lat-
ter was reprinted in Wheeling of May 4. The founder of the Bi, News, B. Oegg, died Apr.2S.

In correction of my Aug. list of papers on p. 654, I may say that No. 31 should have been
named as Irish Athletic «&- Cycling News (see p. 695), with J. L. Dunbar as ed. and prop.
It is an offshoot of the Irish Sportsman, and I believe P. B. Kirwan is a leading writer for it.
R. J. Mecredy became ed. of Ir. Cyclist dr* Athlete in Dec, when it was changed to a weekly,
and in Mar. he bought it, in company with his brother, A. Mecredy. Its price is a c, and office
b at 49 Mid Jle Abbey st. Its latest page, May 4, is numbered *' 2664," and its general appear.
ance is prosperous. Under its title is a list of some two dozen clubs, of which it is the " official
Qfgan," beginning with the I. C. A. (whereof its editor is sec), and ending with the Irish Rifle
Association. Special " club organs " are not unknown in England,— the Cyclist of Apr. 6 mrn-
tioning with praise the Centanr Gazette of Birmingham, as having attained to " No. 25, Vol.
IV. "; while JFA^^/m^ acknowledged the arrival of ' the Wheel, tor Sept., monthly journal of
the Lonsdale B. C, Mr. Calvert, editor," as long ago as Dec. 3, '84. In '84, also, the Cycling
Mercury was leading a life of its own ; and perhaps the date of its absorption by the Scottish
Umpire^ in whose heading h now forms a sub-title (see p, 695), is marked by the date of the
hitter's new aeries,— ^e current issue of which, Apr. 26, n " No. \\\^ Vol. VI." The public^

cvi TEN THOUSAND MILES ON A BICYCLE.

tion office is at 25 Jamaica st., Glasgow. Quix^ a cntnic paper of that dty, has just introduced «
cycling column. Southern Athletics^ a monthly of cycling, was begun last Nov., at Lewisham.
An amalgamation, in Oct., of two of the French joumab described on p. 699, — the first
a weekly dating from Mar. 5, '85, and the second a semi-monthly dating from Jan., '85, — ^has re-
stilted in the ViloctSport et ie VtiocemaH Rhtnis, weekly, of Bordeaux, owned and edited by
Jean de I'Arieste, founder of the former. The first number of a new paper at B. was mentioned
as inferior to this old one, by the Fr. cor. of iVk. G.tz. for Nov., but he did not tell its name.
In Dec, M. del'Arieste made a vigorous protest against allowing the title " official organ of the
Union V^locip^dique " to be conferred upon its hated rival, the Revue dn Sport yilocipidique
(Rouen : 84 Vicornpt^ st.) whose " spirited pictures " were praised by Cyclist Apr. 27, and whuse
" Almanach lllustri ds la V^locipidis, 18S7 " (13 c.), was thus noticed by same paper, Dec. aa :
" It is better than the three earlier eds., and consists almost entirely of short tales, interspersed
with jokelets called ' coups de pidales.' The best of its pictures are reproductions of the Stevens
series in Otttingy The long name of the Rouen paper suggests that the two described on p. 698
have been combined ; but I 'm not sure of the fact. As for the Maandbiad, which began in
Apr., *84, as " official organ of the Dutch Cyclers* Union " (p. 700), its issue of Apr. i, '87, is
called the Kampioeu, by Wheelings as if the old title had long been di.«iused. The true German
name of what is called the Steel Wheel on p. 700, is the StaMrad {^nnVimx. : Th. Weber, ed. ;
16 pp. ; #1.25), pub. sth and 20th of each month, at 3 Buchgasse. At Nuremburg, on the fint
Sunday in each month, Carl Lutz, ed., of Mohren St., issues the DaUsche Rad/akrer (begun
in '85 ; 8 to 12 pp., $1.50), "official organ of the ' AUgemeinen Radfahrer-Union,* *' which
seems to be a self-styled " universal " rival of the more important " Dsutscher Radfahrer-Bund *'
described on pp. 651, 697. Vienna has two new fortnightlies : Rad/ahrtr-Zeituug {^%^\ D.
Habemal, ed. ; 3 Fiirichgasse ; 12 pp. ; ;^i)and Radfahr-Sport ('86; A. Von Szabo, )r.,ed. :
5 Lowengasse ; 16 pp. ; #2). The Cyclist of Feb. 22 mentioned the starting of still another
German paper, — a " universal " one, — AUgemeiner Anteiger f&r Rad/ahrer. The Veloci-
pedistf Munich, and Velocipedsport^ Berlin (p. 697), were both flourishing at close of '86. The
latter is pub. by A. Paritschke (97Zinimerst. ; $1.50), and he also issues " Illustrirter Radfalv
rer-Kalcnder 1887," at 25 c I take the foregoing from sth ed. of " Radfahrers Jahrbuch "
(Berlin : T. H. S. Walker, 87 Zimmer st. ; Dec, '86; 230 pp. and 40 adv. pp. ; 25 c, see p.
697), at whose office are pub. the three following : (i) " Tourenbuch," for Germany, Holland,
and parts of Switzerland, Austria, France and Denmark, by J. M. Dumstrey, Tourmaster of
German Wheelmen's Union ; (2) Nachlese aus dcm Radfahrerlebcn " (Gleanings from a
Wheelman's Life), by J. M. Dumstrey, illust. by Max Rendschmidt, Oct., 86, $1.37; (3) " Das
Kunst- nnd Saalfahren beim Radfahr-sport," by R. Hofer, of Leipzig, 25 c. Four others are
also catalogued : ** Das Dreirad (The Tricycle) und seine Bedeutung als Verkehrsmittel fiir
Jedermanrf," by Otto Ekarius, M. D. (Hamburg: G. C. Temps, 59 Neuerwall ; 37 c);
"Liederbuch fiir Radfahrer," by the Ellwangcn B. C. (songs, 3d ed. , 30 c.) ; ** Touren- und
Fahrtenbnch," for Alsace- Loraine and Baden (Strasburg : F. Breunfleck & C. Wester ; 55 c.) ;
" Wegweiser fUr Radfahrer," along the Rhine (M.-Gladbach : O. Weber, 13 Wilhelm st. ; 75 c).

At the close of '85, the largest year's mileage recorded in America was J. D. Macaulay's
(Louisville ; 6573 ni. ; see p. 527), who rode every day of that year ; while the largest mileage
in the world was E. Tegetmeier's (London ; 10,053 m. in 230 days of '83 ; see pp. 531, 558).
Hence, when the Star Advocate ol Mar., '87, printed a letter from A. B. Norton (b. Apr. 2,
*66), manager of the telephone office at Westfield, Ms., describing how that — between Mar. 5
and Dec 30, '86 — io,7o6| m. had been recorded by his I.akin cyclom., attached to a 48 in. 1. r.
Star, the case seemed to me worth investigating. In a talk with him, at the opening of May, I
convinced myself that his cyclom. had really registered the said mileage, and that he believed
in its accuracy, as proved by occasional comparison with known distances. Unfortunately, as
he kept no sort of log, except a mere mem. of the date when each 1000 m. ended, his figures
cannot be accepted as authentic by those who distrust that special matke of cyclom. , or who re*

ADDENDA : MILEAGE OF '86. cvii

ftne to allow any mOeage record which is not written down daily, no matter by what means
measured. All the circumstances, however, favor the theory of his having actually covered the
distance. Though nominally employed by his father as book-keeper and collector, he had a
pvat deal of lime at command ; and he was enthusiastic to demonstrate the superiority of his
new Sur (having ridden a 51 in. in '85, and an ordinary in '84), by doing better than the West-
field bank derk who rode 5000 ro. on an ordinary during 6 mos. of '85 (p. 527). The successive
thousands of miles were finished at the following dates, the enclosed numerals signifying elapsed
days, though no riding was done on some of them : ist, 43, Apr. 14 ; 2d, 21, May 5 ; 3d, 24,
May 29; 4th, 22, June ao; sth, 22, July 12 ; 6th, 43, Aug. 28 ; 7th, 20, Sept. 13 ; Sih, 25, Oct.
8; 9th, 16, Oct. 24 ; loth, 17, Nov. 10; then, in 50 days to Dec. 30, 706} m. From July 12 to
27 he did no riding, on account of break in machine, and on certain rainy days he rode perhaps
300 or 400 m. under cover. His best straightaway spin was from Hartford to Springfield, 27 m.
in a h. 10 min. (beating record by \ h.), and his longest day was 125 m., Oct. 32, in 9 h. of rid-
iag,^4 to 7 A. M., 9 to 12 and 3 to 5 p. m. His rides were by no means confined to the concrete
walks of W. but extended to S., Holyoke and Northampton and were generally taken alone.

The prize of a $25 gold-plated cyclom., which had been an inspiring cause of his activity,
was awarded by Lakin & Co., to a 15-year old school-boy, G. J. Loomis, riding a 52 in. Victor (p.
$17), who made the preposterous " claim '* of 13,498 m., without offering a particle of evidence

10 support it, — not even giving the dates when the alleged thousands were finished. He kept
the face of his cydom. carefully hidden,— but Mr. N. managed to take two readings of it, Oct.

11 (evening) and 19, and the " record " for these 5 days was 996 m.I Yet the Overman Wheel
Co. have advertised this wretched fraud as a great triumph for their mechanism ; while another
Westfield school boy of same age, named Emerson Burt, who similarly " claimed " 10,002 m.,
on a 42 in. American Ideal, was rewarded by the Gormully & Jcffcry Co. with a new 46 in. bi.
As I have reproved the Pope Mfg. Co. forgiving countenance to an unverified " estimate of
11,000 m. in 14 mos." (p. 526), so here I protest again against these other firms taking such action
as helps bring all honest cyclometers and record-keeping into disrepute. The " claims *' of these
two children are utterly farcical ; but the Overman Co. might well have proclaimed the undoubt-

- fdly authentic *86 record of 80S7 m. by A. B. Barkman (p. 530), who thus won the Brooklyn B.
('. medal, for he rode all but the first 433 m. on a Victor. Second only to this, stands the " Star "
record of 7451 m.. Mar. 27 to Dec. 26, '86, by W. W. Sheen (b. June 17, *W>), of Quincy, who
tabulated each day's mileage in Wh. Gaz. , for Mar. Space forbids my printing details of either
case. I also regretfully omit an account of one of the roost notable tours of '86, taken by a tiio
of the New Orleans B. C— A. M. Hill (b. Sept. 13, '47), a jeweler at 116 Canal st. ; C. M. Fair-
child (b. May 23, '65), and H. W. Fairfax (b. Aug. 11, '66). They left N. O. on Apr. 25 and
reached Boston 30 days later, after having ridden their bicycles 1237 m., walked 319 m. and
ta'ien to trains for 237 m. (See Mr. H.'s four articles in Bulietbi, Oct. 29 to Nov. 19.)

The following table is from a little pamphlet issued in '8x by H. S. Livingston, of Cincin-
nati, to accompany his " perfection cyclometer," which is no longer in the market. Short dis«
tances may readily be measured by bearing these figures in mind, and disregarding the fractions
a* unimportant. It may be well to remember that \ m. is 440 yards, and \ m. is 587 yards.

Diameter
of Wheel.

Inches.

46
48
50
Sa
54
$6

60

Circumference
of Wheel

Inches.

M4.5»36

150.7968

«57o»

163.363a

S69.6464

175.9296

182.2128

18S.4960

Revolutions

of Wheel

to the Mile.

438-44
420.17
403- :^6
3«7-85
373-48
360.14
347-73
336. « 4

401
419
436
454
47«
489
506
5*4

Distance Madb im

1000

Rev.

Miles.

Yards.

2

494

669

843

1018

1192

1367

•541

1716

^o.poo Rev.

Miles. Yards.

a3
24

25
26

1422
140S
•393
1379
1364
«349
■335
1320

NIAY KOURTH, 1887.

After four years op prelude and gei'ting-ready, Karl Kron thus
TO HIS Three Thousand Co-partners giveth greeting :

I like the Preface, as you arc aware
It serves the purpose of the overture,

Which settles down the audience to the glare
Of foot-lights, and the altered temperature;

And, while they wait to see the curtain rise,
They think but little of the music's swell ;

So that the play give naught to criticise,
They clap their hands and tell us *' All is well."

Again, the Preface gives a man a chance
To show his readers what he's going to do;

To so point out' his failings in advance
That they may be forgiven on review ;

To get his pen used to the ways of verse ;
To get his rhyming-lexicon before him spread

To nerve himself, for better or for worse ;
And then, at last, to boldly go ahead.

My time has come I My overture *s played out
Already do I hear the tintinnabulating bell.

The rising curtain and expectant shout
The nearness of my fate at length foretell.

So, Good-bye, Preface, Indexes, and all !
Farewell, Old Sub.-List, with your frowns and smiles !

Here now *s the pinch I Hear now my clarion-call :
" Come / thirty thousand purchasers for * X. M. MiLBS ' I "

TEN THOUSAND MILES ON A BICYCLE.

I.

ON THE WHEEL.*

''There is a pleasure in the pathless woods," without a doubt. But,
wlien the solitary wayfarer journeys through those woods afoot, he must
expect to derive that pleasure wholly from the natural objects around him :
he cannot count on gaining any from communion with his fellow-man. His
fellow-man is, in fact, much inclined to fight shy of such solitary wayfarer
whenever he ceases to view him with absolute indifference, for nothing
picturesque or attractive attaches to the casual pedestrian plodding slowly
along his chosen path, and even tjie very name of " tramp " has come to carry
with it the notion of something disreputable or dangerous. In the view of
the average American householder, a stranger tramping along the public
highway must be either a poor man in search of employment, or a book-agent
or a patent-rights hawker or some oth^r variety of the peripatetic peddler, or
else he must be a professional vagrant and thief. In any case, he is a person
whom it is advisable to keep at arm's length and to favor with civilities of
only the briefest and most formal description. He is an essentially common-
place and uninteresting object, whose room is much better than his company.
Acquaintance with such a one can presumably yield the householder neither
pleasure nor profit, and is more likely to result in discomfort and loss.
Good-day to him, therefore, and good riddance.

When the solitary wayfarer glides through the country on top of a
bicycle, however, his relations to his human environment are absolutely
.altered. The Frenchmen of old, to whom must be accorded the ultimate
credit for rendering possible this modern mechanical marvel, might well
exclaim, ^Nmts avons changi totU cela,** Mounted on a four-foot wheel, which
sends him spinning swiftly and noiselessly o'er hill and dale, the whilom
tramp is transformed into a personage of consequence and attractiveness.
He becomes at once a notable feature in the landscape, drawing to himself
the gaze — and it is usually the admiring gaze— of all whose eyes are there to
see. His fellow-humans ignore or avoid him no longer. Gentle or simple,
they all recognize in him the representative of something novel and remark-

IFrom Lippincotfs MagaxhUt June, 1882, pp. 576-587. Reprinted Id The IVheeimant
December, 1881, pp. 170-179.

2 TEN THOUSAND MILES ON A BICYCLE.

able. He is the center of universal curiosity and comment. His presence
illustrates a fresh triumph of mind over matter. All creatures who ever
walked have wished that they might fly; and here is a flesh-and-blood man
who can really hitch wings to hb feet. That is the one touch of nature which
makes the whole crowd kin.

The deprecatory remarks often addressed to that large body of Ameri-
cans who make the tour of Europe without any preliminary travels of import-
ance through their own country may seem rather plausible at first blush, but
whoever looks below the surface of things will quickly discover the injustice
of such reproaches. The tourist who goes abroad gets a great deal more for
his money than he could possibly get by traveling an equal distance at home.
This magnificent country contains without doubt many notable natural
objects which are well worthy of the inspection of its natives as well as of
foreigners ; and the foreigner has as an additional motive for traveling here
the outward life of the people, which he can compare instructively with the
similar manifestations made in the mass by the life of other nations. But the
cities of the United States, however widely separated geographically, are all
practically alike, and so are the towns and the villages, and so are the out-
ward characteristics of their inhabitants. The *' local color " which senti-
mental writers are so prone to attribute to the people .and institutions of
particular sections of our vast domain does not possess the vividness which
would make it really distinctive. New Orleans, which is the most un-
American of our cities, does not impress me as essentially unlike New York,
and the most radical difference between Boston and San Francisco is a differ-
ence of longitude only. To speed along the frozen lake-side at Chicago
behind the jingling sleigh-bells of a bustling business-man's **■ fast trotters,"
and three days later to lazily pluck the yellow fruit from an overladen orange-
tree in a sleepy garden of Mobile, is merely to indulge in an impressive
change of physical surroundings : it is not to learn an instructive lesson of life,
such as is gained by going from St. Petersburg to Rome, from London to
Paris.

The distinctive characteristics of the various European nationalities 4u«
sufficiently obtrusive to arrest the attention of the most heedless observer,
while the local peculiarities of people residing in widely-separated sections of
this country are for the most part too faint and subtile for off-hand detection.
In other words, all Americans are so much alike in the main essentials of
character that the minor respects in which certain divisions of them differ
seem hardly important enough to be worth paying much attention to. The
process of jostling about among people who were bom under different skies,
and brought up to accept a philosophy of life greatly at variance with our
own, educates us in tolerance and increases our broadness of view ; but a man
may travel here from Maine to Mexico without of necessity receiving a single
shock to his preconceived ideals of correct conduct, or seeing anything to
remind him that there are other people who do not accept his inherited rules

ON THE WHEEL. 3

of right living as being unquestionably '' the best.'* The inhabitants of these
United States are a remarkably reticent race', greatly given to minding their
own business, and extremely slow about revealing their real thoughts to a
stranger until they discover what his business may be. The ordinary traveler
may pass and repass among them till doomsday without any more penetra-
ting their reserve than a summer shower penetrates the plumage of a duck.
Yet they are talkative enough if once their sympathy is aroused and their
confidence gained by the introduction of some object which supplies a com-
mon ground for interesting conversation. Such an object in a supremely
eminent degree is the modem bicycle. The dauntless sailor of fouk- centuries
ago, who persistently pointed his prow through the stormy westward waves,
had the unique satisfaction of discovering the great American continent ; but
it has been reserved for the philosophic bicycler of to-day, who steadily
guides his wheel through peaceful and pleasant pathways, to indulge in the
rare delight of discovering the average American citizen.

Undemonstrative as that citizen is apt to be toward the ordinary stranger,
the spectacle presented by a smoothly-gliding wheelman somehow warms the
cockles of his heart, and likewise loosens his tongue. He usually manifests
his good will by '*i>assing the time o' day" in one form or another, instead of
maintaining his customary unsociable silence ; and, not unfrequently, when
driving a horse that readily keeps him alongside, he is tempted into an
extended, though perforce rather fragmentary, conversation. It is not until
the bicycler dismounts, however, that the degree to which his wheel has put
him on " easy speaking acquaintance " with a great variety of people becomes
folly apparent. Whether in city or in country, he quickly becomes the center
of an interested conclave, all intensely eager to learn about his movements
and inspect at close quarters the new-fangled mechanism, and all at the same
time rather shy of directly asking questions which may be resented as imper-
tinent by such a distinguished traveler. While engaged in wiping or oiling
or adjusting his wheel, he is cheerfully conscious that the first brief period of
silent awe on the part of the bystanders will be followed by the offering of
various leading suggestions and speculations from one to the other, which
they design him to overhear and reply to; and that, under the encouragement
of a dvil explanation on his part, the usual battery of questions will be fired
off and the "conversation become general." To know the price of the
machine is the universal wish; yet the question is not often flatly put without
a preface of decorous apology for asking it. One common way of beating
around the bush is to profess having " made a bet " on the subject which the
owner only is competent to settle, and will he therefore kindly consent to
tell ? " We know it's none of our business, boss, but—" " We don't like to
trouble you, colonel, but — ^" " I hope you won't think me impertinent, sir,
but — " Such are the common introductions to requests for information on
this, that, or the other point.

It may seem to the unreflecting as if a man must at last grow inexpres-

4 TEN THOUSAND MILES ON A BICYCLE.

sibly tired of replying over and over again to the self-same inquiries pro-
pounded by different sets of people. I should be afraid to guess the number
of hundred times I have " answered the anxious " by saying that the price of
bicycles varies from seventy-five to one hundred and seventy-five dollars or
more, according to the size, make, and finish ; that the tire is of rubber, and
that the ** cut " in the same is not the result of an accident, but simply the
point of junction where the two ends are cemented together; that the spokes
are steel wires plated with nickel and not with silver, which tarnishes more
readily; that the cyclometer revolves with the axle and registers the distance,
the big pointer moving along one notch on the hundred-mile dial every time
the little pointer moves entirely around the mile-dial ; that I ride a smaller
wheel than most men having my length of leg, and that long-legged riders
can propel a very much larger one; that the saddle-bag is filled with oil-cans,
wrenches, and rags rather than with cigars and whiskey-flasks ; that the instru-
ment "keeps its balance" without conscious effort of the person who b
astride it, and can be readily mastered by any one ; that the act of learning it
is merely a mental process, like the act of learning to swim* — ^** whenever a
man thinks he can do it, he can do it," — and that the time requisite for
getting the mind up to the point of conviction may vary from a few minuter
to several weeks, according to the natural aptitude and persistency of the in-
dividual concerned ; that, in respect to the English record of " best times,"
Waller has ridden fourteen hundred and four miles in six successive days of
eighteen hours each (including two hundred and twenty miles without a dis-
mount), Terront, three hundred and forty miles in twenty-four hours, Apple-
yard, one hundred miles on the road from Bath to London in seven hours
nineteen minutes (including seventy miles, without stop, in four hours fifty
minutes), Cortis, twenty miles in an hour, and Edlin, a single mile in two
minutes fort}'-six and one-half seconds; that forty thousand bicycles are
owned in London and its environs, and three times that number elsewhere
in England, of which some twenty-two hundred were massed together in
simultaneous motion at the last annual parade at Hampton Court; that
upwards of five thousand are certainly known to be owned in the United
States, while the true number is presumably nearer ten thousand, judging
from the fact that more than eight hundred were present at the Boston
parade* ; that I myself, while touring through the country, cover a daily
distance of from twenty-five to fifty miles, according to the state of the
roads, the winds, the weather, and my own free fancy, though I once rode
seventy-five miles in a day without special effort ; that the legs do not become
stiff and weary, as in walking, because they do not have to lift the weight of
the body ; that the saddle is ftot too small for comfort ; that the wire spokes
are not too small for safety ; that the rear wheel is not too small for swiftness ;
that the bell and lantern employed by some riders seem to me needless

IThe reader must remember that these words were written in September, 1881, since which
lime there have been great changes in nearly all the records.

ON THE WHEEL. 5

encumbrances ; that I can ride up-hill when the road is good ; that sand and
mud are the chief obstacles to progress ; that I do not frighten horses.

Many hundreds of times have I, " by special request," rung the changes
on all the foregoing statements and innumerable others of similar character,
and many thousands of times more do I expect to expound them for the
enlightenment of fresh relays of sympathetically inquisitive fellow-citizens
whom I hope in future years to meet in distant States and cities. The unre-
flecting are at fault when they assume that this sort of talk must necessarily
grow wearisome from mere repetition. On the contrary, the delight in one's
hobby is, like white-winged hope, a sentiment that springs eternal in the
human breast. As long as a man continues to find supreme enjoyment in
propelling a bicycle, so long must he continue to take pride and pleasure in
exi>atiating concerning it to the new groups of auditors who gather expect-
antly about him. Sincere sympathy from any source is always sweet, and
one of the dearest delights of a hobby-rider is \o meet with people who man-
ifest a disposition to view his hobby admiringly and to exaggerate its relative
importance, with something of his own enthusiasm. It is not permissible to
trot out a hobby before one's friends, for the owner, from the mere fact of
having the hobby, is rendered incapable of determining the point at which
their expressions of interest in the blessed beast cease to take active inspira-
tion from the same and begin to rest on the mere passive basis of personal
politeness toward himself. In other words, he stands in constant peril of
becoming a bore. But no such calamity can possibly overhang the man who
discourses concerning his hobby to a self-summoned audience of strangers,
for, as they are not under the slightest conventional obligation to listen to
him or to encourage him in talking, such partiality as they may exhibit in
those directions must be in the highest degree genuine. Thus there is firmly
established at the outset one of the surest safeguards for a free conversa-
tion that shall be mutually entertaining to those who participate.

It must by no means be inferred, however, that the tourist, who prizes
his wheel as a convenient device for demonstrating that the noblest study of
mankind is man, confines the examination of his fellow-mortals to conversa-
tions of this single cast, wherein he himself is always sure of speaking as an
expert to an interested interlocutor. The talk about bicycling is often a mere
introduction, an exchange of credentials, a bridge across the chasm which
separates men of different pursuits, a pleasant prelude productive of confi-
dence whercfrom follow more extensive talks on a great variety of topics. It
is hard to imagine a man so ignorant or inexperienced or stupid as not to be
mteresting, if once he can be made to talk about his specialty ; and I glory in
the bicycle because of its magnetic power in drawing to the surface the quaint
characteristics of many peculiar people, which they could never be tempted to
reveal to the casual stranger not possessed of this persuasive instrument.
The instructive personal debates and enlivening interchanges of sentiment
which take place in country bar-rooms and city lager-beer saloons may also

6 TEN THOUSAND MILES ON A BICYCLE.

be freely overheard by the touring bicycler, absorbed as he seems to be in
the cleaning and polishing of his machine. Without this his presence would
be looked upon with vague suspicion and hostility, and, unless he should
" set up the drinks " several times and thus *' make himself one of the boys,**
a lull would soon fall on the gathering, and an uneasy sensation of being
watched by the coldly-critical eye of a respectable interloper not of their class
would render the conversationalists unable to maintain their customary
sprightliness and ** tone." But the bummers and beer-guzzlers do not resent
as intrusive the presence of the stranger who runs a wheel. They accept
him as one of themselves. He is a fellow-sportsman, a member of "the
fancy," a man ''working to win a bet." They assume the necessity of his
"finishing the race on time" as a satisfactory excuse for his temporary
abstention from strong drink. Hence his refusal to share in their revels and
his keeping his own counsel do not lower him in their respect or create a
coolness against him. They go right on in their customary lying and brag-
ging to one another, as unreservedly as if the unsuspected student who is care-
fully taking to heart the lesson in life thus presented were a thousand miles
away.

An amusing tribute to the gracefulness and ease of bicycling is uncon-
sciously paid by every urchin who cries, ** Let her out, mister 1 " or, •* Why
don't you go fast?" to a rider who is already proceeding as rapidly as a
horse usually trots. The cry shows that noise and an appearance of violent
muscular effort are so associated in the mind of the spectator with the notion
of swiftness that he cannot readily grasp it in their absence : he cannot easily
believe his eyes when they alone tell him that this noiseless apparition, with
the slowly- and smoothly-moving legs, is really flying fast over the ground.
There is something comic, too, about the manifest inability of all classes of
people to accept the " tour a-wheelback " with any degree of seriousness, — to
regard it in the same light as they regard a journey made with the help of a
heavier vehicle which has to be propelled by steam- or horse-power. If a
man in a buggy, stopping in front of a village tavern to water his horse, should
announce that he was riding through the country for his own recreation, no
one would think of asking him, "How far can you drive in a day?" nor
would it occur to any one that he was spending his vacation in a particularly
unreasonable manner ; nor yet would a doubt be raised as to the probability
of his returning at his journey's end to the same commonplace and unobtru-
sive mode of earning a livelihood to which he had presumably been accus-
tomed. But a man on a bicycle is assumed by everybody to be testing his
speed, to be spending his entire ph3rsical energy on the problem of covering
the greatest possible number of miles in a given time. He is also assumed
to keep up this character continuously, at least to the extent of having no
other regular occupation or pursuit. No one for a moment thinks of him as
an ordinary work-a-day member of society, who, when his brief outing is
ended, resumes the common garb of civilization and bears a hand again in

ON THE WHEEL. 7

the common battle for bread and butter. The bar-room gentry, as already
remarked, accept him as '^ a sport/' and yield to him as his rightful due the
deference they would humbly extend to a prize-fighter, or collar-and-elbow
wrestler, or distinguished gambler, or successful horse-jockey, or the winner
of a long-distance walking-match. This theory, that the rider must be
" racing on a bet," is also widely prevalent outside the bar-rooms. Second
only to it in popularity is the notion that he is an agent for the sale of the
machines, or at least that the manufacturers thereof pay him a salary for
wheeling himself through the country as an advertisement for them, even if
he is not an out-and-out ** drummer." Others, again, evidently look upon the
biqrcier as a creature of infinite leisure, a favored child of fortune, who has
morosely turned his back on "society," in weariness of the conventional
pleasures to which it restricts the possessor of wealth; and who has now
recklessly thrown himself upon the wheel, as a last desperate resource for
getting rid of his superfluous time and money.

When I respond to the customary interrogations by saying that I don't
know " how far I could ride in a day," because I never tried to " make a
record " ; that such brief bits of leisure as can be snatched from the routine
business of life I devote to bicycling simply " for the fun of it," because it is
the cheapest, healthiest, and swiftest way yet devised for seeing something of
the country and its people; that, though I should be sore and stiff and
weary at the dose of a day spent in a carriage which a horse had dragged
fifty miles, I can from my perch of pig-skin propel myself a similar distance
in a similar time without any similar evil results ; when I utter commonplace
truths of this sort, I always do it with an amused consciousness that my scep-
tical auditors are severally assigning to me in their crafty minds the various
ulterior motives before mentioned as somehow seeming to them a more plau-
sible explanation of my conduct than the motive which lies plainly on the sur-
6u». It is not to be denied, however, that the spectacle often presented by a
wheelman coming in at night, reeking with perspiration, his tattered garments
discolored by dust, does seem a trifie inconsistent with his claim that he has
had a pleasant and easy day of it; and if, under such circumstances, a cynic,
wielding his fan on the veranda, is to repeat the remark of Sir G. Comewall
Lewis, that "life would be a very endurable thing were it not for its amuse-
ments," I certainly shall not begrudge him his mild indulgence. It seems
probable, furthermore, that the scepticism as to the fact of a bicycle-tour being
undertaken " merely for fun " would be less pronounced where a large party
were seen participating in the amusement; for the astonishing lack of re-
source in himself possessed by the average man is revealed by his inability
even to comprehend the notion of another man's sticking to solitude as a mab
ter of preference when on pleasure bent. The loneliness of the alleged sport
is the last straw which fixes his belief that something else besides sport must
be " behind " bicycling. " Admitting everything you claim about the ease
and exhilaration of the pastime, what conceivable pleasure can be found in

8 TEN THOUSAND MILES ON A BICYCLE.

taking long tours through the country all alone ? " Such is the " clincher "
into which his scepticism is ultimately condensed. My customary reply to it
is in this oracular form : ** The pleasure of ' riding alone ' depends very much
on whether or not a man takes good company with him." It is often funny
to watch the facial expression of the people to whom this explanation is
offered. Some smile dubiously, some are perplexed, some think the speaker
is *' a little off " ; even the bar-keeper has been observed to relax his heavy
brows, as if trying to grapple with a thought.

Some of the things already said by me concerning the prevalent ignorance
and scepticism and misapprehension about the bicycle may perhaps have
seemed rather improbable to the reader, because inconsistent with the knowl-
edge of the subject presumably diffused in all directions by the eight or ten
thousand machines now in use and by the abundant advertisements and news-
paper articles concerning them. I therefore hasten to say that on every exten-
sive ride I not only meet with many people who have never seen a bicycle,
but I also meet with not a few who have never even heard of the existence
of such an instrument. Observing me rolling the thing along on foot, they
often ask if I am ** measuring the roads for a map '* ; and when I assert
in reply that the wheel is designed to be ridden upon, they no more believe
that I am speaking seriously than they would if I declared it to be ^ balloon
with which one might fly through the clouds. The words and looks with
which such simple folk manifest their astonishment when the miraculous
mount is made into the incredible saddle, and the impossible vehicle is driven
swiftly along before their very eyes, cannot be reproduced by any ingenuity of
the pen. Neither can I hope, in repeating the remark of an honest old coun-
tryman whose carriage I passed, after giving the customary warning of
'* Please mind your horse, sir," to convey any adequate idea of the overwhelm-
ing surprise indicated by the tones of his voice. His words (let dashes indi-
cate his pauses for astonishment in uttering them) were these : " What — ^in —
the— ^evil— do— you — call — that ? " Comparable to this was the speech of a
drowsy lock-tender on the Erie Canal, who became conscious of my presence
only at the instant of my dismounting close in front of him : "I'll swear,
stranger, " said he, after recovering somewhat from the first shock of bewil-
derment, "if you didn't half make me frightened I What with your white
breeches, — and white shirt, — and white necktie, — and white hat, — and white
face,— I almost thought the devil himself had jumped down on me I " This
was said with entire good nature, without a suspicion that any part of it could
be construed as offensive or uncomplimentary. It seemed to the " canaller,"
in fact, quite an achievement in the way of facetiousness; for, as I stepped
inside the lock-house to get a drink of ice-water, I heard him repeat it to the
men who had gathered around ; and when I came out to mount, he addressed
every word of it to me again, while he affably grinned good-by. Along the
Erie Canal, I may remind the reader, the normal " local color " of the human
countenance is assumed to be lobster-red. The burning sunshine maybe

ON THE WHEEL. 9

accredited with this result in the case of the women on the boats, but the fiery
beverages dispensed at the lock-houses possibly have something to do with it
in the case of the men. Even that mild decoction known as " bottled sarsapa-
rilla," or " root beer," which is presumably kept on hand only to acconuno-
date the children of the fleet, is given a peppery addition by the bar-keepers
of the canal.

Of the numerous novel experiences I have met with in the course of a hun-
dred miles of tow-path touring, the earliest was the most exciting, because of
its suggestion of a tragic termination. I had passed many of the boat-pulling
teams from the rear without a suspicion of trouble, but the very first pair of
mules that I met face to face suddenly whirled about, and, tripping up their
driver with the tug-rope, sent him rolling over and over down through the
weeds and brambles of a thirty-foot embankment. I shouted to the man to
inquire if he was hurt or if he needed my help, but he answered me not a
word. The force of life-long conviction that there existed only one responsible
source for all the evils in the world — namely, his mules — could not be upset by
any such slight tumble. Getting his shaken body together, therefore, and scram-
bling up the bank, he utterly ignored my existence or connection with the case,
but poured forth a torrent of the most profoundly complicated cursing into
the capacious ears of his team, simultaneously belaboring their well-tanned
sides and quarters. The captain's wife, however, took a less mystical view
oi the matter. Recognizing in me the responsible cause of the mules* mis-
behavior, she leveled against me a tirade of righteous though somewhat inco-
herent indignation and abuse. The point of it was that I was liable to fine
or imprisonment merely for having a vehicle on the path, as I must well know
from the warning sign-boards of the bridges, if haply I had ever learned to
read ; that if the mules had seen fit to commit suicide by jumping into the
canal or plunging down the bank, I should have had to pay the price thereof ;
and that, in general, only the extreme and unusual mildness of her disposition
caused her to graciously refrain from springing ashore and dragging me ofE to
jail forthwith. Thereafter, on the tow-path, I deferentially dismounted in the
face of all approaching mules, though their drivers often persuasively shouted,
•* Come on, cap*n I Don't stop for these damned mules 1 They can't get
away with me. 1*11 risk *em. I'll stand the damage.** The remarks and
comments of the people on the boats were almost always good-natured, gen-
erally respectful, and rarely uncivil or sarcastic, even when designed to be
jocular and to exhibit the smartness of the speaker. One form or another of
" Wheredyecumfrum, judge?** and " Howfuryergoin', major?** were the
invariable inquiries, which " Schenectady *' and " Buffalo '* satisfactorily set-
tled. I here call to mind the quaint observation of a certain tall humorist at the
helm, who was inspired by the presence of no other auditor than myself when
he shouted, " I say, general, I wish I had one of them big, old-fashioned, cop-
per cents ; I*d make you a present of it.** Much richer than this was the
caution deprecatingly administered to me (in a tone of friendly confidence, as

lo TEN THOUSAND MILES ON A BICYCLE.

of one superior being to his fellow of equal rank) by a mule^iver whose
aspect was as uncouth and forbidding as that of the ideal tramp: "Yoa
mustn't mind what these canallers say to you, friend. They are a rough set."
A little mild chaff from one of the boats was the inspiration of this politely
apologetic utterance.

What shall a wheelman do to be saved, however, when two burly rufEans
demand that he forthwith make an authoritative settlement of their long-stand-
ing philological dispute by *' saying whether the true name of the machine is
* bicle ' or * bihycle' " ? What answer shall he give to the worldly-wise man
who wishes to wager ten dollars on the impossibility of such a top-heavy
concern being safely ridden ten miles in the course of an afternoon ? The
cyclometer is always called " th6 little clock," or ** the watch,'* by the chil-
dren, while grown people often air their superior knowledge by designate
faig it as ** a sort of pedometer " (pronounced " pe^do-mcet-cr **). When they
add that " at least it works on the same principle as the pedometer, doesn't
it ?" is it not pardonable for a tired philosopher, who never saw the '* works "
of either contrivance, to reply, " I suppose so " ? Were I an adept in natinrad
history, I might be tempted to prepare a monograph concerning the traits of
certain rare varieties of the Great American Hog {Porcus Amtricanus)^ whose
delight in the dangerous pastime of driving skittish and unmanageable horses
would be worth no more than a passing remark, except for the fact that the
mere act of purchasing a horse creates the curious hallucination that he simul-
taneously purchases an exclusive right to the public highways. The traits
of this Hog can be satisfactorily studied only by a bicycler, for save in his
inspiring presence the hallucination lies dormant. When the Hog, holding
in his well-gloved hoofs the trembling reins which he knows not how to prop-
erly handle, savagely shakes his silken-hatted head, and opens his eminently-
respectable mouth to abuse me, I seldom make reply of any sort. It seems to
me that in his case, as in the case of any other unfortunate victim of insanity,
silence is the best sedative for an angry outbreak. But, as I am not now pre-
paring a scientific treatise, I can follow the interesting subject no further.

In dismissing the *' horse question," however, I may remark that, as women
drivers are apt when their horse gives any token of nervousness to **■ pull him
in," rather than apply the whip to make him pass the object of his anxiety, it
is a wise rule for a bicycler always to dismount before an approaching team
which is not guided by the hands of a man. The mildest-mannered horse in
existence may be persuaded by persistent pullings-in to cramp the front wheel
backward until it breaks, or upsets the carriage into the ditch ; and I have
seen two or three feats of this sort slowly and sedately performed by animals
which were not at all frightened, and which, under proper guidance, would have
jogged past the bicycle without a tremor. I ought to say, though, in recom-
mending the universal dismount before womankind, that some representatives
thereof will perhaps be found " uncertain, coy, and hard to please," even by a
man who loyally obeys the rule ; for I remember stopping on one occasion

ON THE WHEEL, ii

for a raw-boned and decrepit *' plug," in the toils of an angular and shrill-
Toiced woman, who exclaimed excitedly as they slowly passed me (a slight
priddng of the ears being the only sign of animation on the part of the horse),
" If you'd ha* set still he wouldn't ha* been scairt.** With this I may perhaps
be pardoned for coupling another instance of road-side rudeness manifested
by the sex. Overtaking a pair of well-dressed and comely-appearing women
on a country sidewalk, where the act of stepping aside involved no possible
trouble, I proffered, in my most suave and winning accents, the customary re-
quest, '* Will you please give me the inside track for a moment ? '* Imagine
my surprise, therefore, when one of the women, who had been for some time
taking glances backward to measure my approach, continued bravely on in
the middle of the pathway, only yielding it to me as I was just on the point
of being forced to dismount, and then remarking, " I suppose you know what
the law is, mister?** — ^'^ Yes, indeed, madam,*' said I : "the law is that a lady
must always have the grace to grant any trivial favor which a man asks of
her dvilly." Our conversation extended no further.

** Bicycle-touring may be all very fine in Great Britain, or on the conti-
nent of Europe, where the roads have been used and kept in repair for cen-
turies, but it can hardly be practicable in America, where the highways are
generally poor, except in the neighborhood of the big cities, — ^the early intro-
duction of railways having removed the chief incentive to good road-building
on this side the Atlantic." Such is a fair statement of the a priori view of
the case ; and it must seem a perfectly plausible and reasonable view to those
who have not made themselves minutely acquainted with the facts. The
facts, however, as brought to light by the actual explorations of bicyclers,
show that the view in question is entirely erroneous. The truth is that there
are many sections of the United States where good riding may be had almost
continuously for a hundred miles at a stretch, and where, by the aid of train
or boat, much longer tours may be readily laid out. In offering examples of
these I will confine m3rself to paths over which I have personally pushed the
wheel in the course of the last two years (during which my cyclometer has
registered some four thousand miles), though the log-books of riders in
other parts of the country might doubtless show a record of many additional
tours equally practicable and attractive. The "Connecticut Valley trip"
may well begin at Meriden and extend northward through Hartford, Spring-
field, Greenfield, and Braftleboro to Bellows Falls,— say one hundred and
fifteen miles. Riding thence by train over the mountain to Rutland (two
hours), the bicycler may there begin a charming course of twenty-five miles to
Whitehall, near Lake George ; and, having " done ** the beautiful lake to any
degree that suits him, he may drive his wheel from Caldwell to Albany, about
sixty miles, and thence down the old post-road on the east side of the Hudson
homeward to New York. Here is a track three hundred and fifty miles
loi^, extending through four States, embracing a great variety of attractive
scenery, and rich bo^h in historic associations and in objects of *<contem-

12 TEN THOUSAND MILES ON A BICYCLE.

poraneous human interest." A fortnight given to this tour would cost a man
but forty dollars, and he might reduce the cost to thirty if he cared to econo-
mize.

From Niagara I have ridden to Buffalo, Erie, and Ashtabula, — one hun-
dred and fifty-six miles, — in three successive days, over the excellent ** ridge-
road," which generally keeps in sight of the lake. I recommend, however,
that the tourist who tries this track should start at Girard, in the northwest
corner of Pennsylvania, and ride eastward to Niagara, whence, I am told, a
good road runs to Rochester and Syracuse, — ^at which latter point my own
knowledge of the Erie tow-path ends. I found it impossible to do any rapid
riding on that path, for I was three days in covering one hundred and ten
miles; but it may be inferred from some of my previous remarks that the
chance there afforded for holding sweet communion with the "canallers"
was a thing which had not a little attractive force, and I will also add that
the scenery of the lower Mohawk Valley from Schenectady to Utica makes
the route a pleasant one to explore. On the Chesapeake and Ohio Canals
which extends along the border of Maryland for one hundred and eighty-four
miles, from Cumberland to Georgetown, I found the scenery of the upper
half the more attractive, while the riding was much smoother than below.
From New York to Boston the best road lies along the towns of the sea-shore
as far as New Haven, whence it goes inland through Hartford, Springfield^
and Worcester. Beyond Boston the tour may be continued up the coast as
far as the river which separates Maine from New Hampshire at Portsmouth*
say sixty-five miles. The return trip from Boston may be made through
Taunton or Providence to Newport, where a transfer must be effected to
Greenport, on the eastern extremity of Long Island. The road usually taken
from that point to New York City measures just about a hundred miles, and
the trip to Portsmouth and back as thus outlined implies rather more than
five times that distance to be gone over upon the wheel. The journey can be
pleasantly accomplished in three weeks, though a tourist who has leisure to
inspect the various wonders on the way may well devote four to it. Some of
the smoothest sections of the whole track are on the south shore of Long
Island ; and it may be worth recording that last year, on the first Wednesday
of September, between six in the morning and seven at night, I rode through
the Island, from Sayville to Flushing, a distance of more than fifty miles
though the mercury stood for much of the time at ioo° in the shade, and
most of my riding was done in the fierce glare of the sun. Inasmuch as that
day all along the Atlantic slope was by official observation not only "the
hottest on record for the season of 1881," but also " the hottest on record for
the past seven years," I think that my ride, attended as it was by no exces-
sive discomfort and followed by no evil effects, speaks well for the physical
healthfulness of bicycling.

When bad wheeling compels the tourist to resort to the railroad train, he
usually has little difficulty in securing safe transit for his wheel in the bag-

ON THE WHEEL. 13

gage-car, after placating the lordly commander thereof either with civil expla-
nations or with a quarter-dollar in current coin ; but it is greatly to be desired
that the transportation companies should issue definite and intelligently-con-
sidered fegulations concerning this peculiar class of "baggage." Neither
does the tourist often have much trouble in "finding his way" from one
point to another of his chosen route, for the " best roads ** — ^which are the
ones selected for touring — are usually the old-established thoroughfares,
whose identity is apt to be well preserved at the forks and crosses, and, in
cases of doubt, a house generally comes within hail before many miles are
traversed. It is not difficult to so plan one's movements in a given day as to
be sure of having a hotel within reach about noon and about nightfall ; but
the decision as to where one's baggage shall be sent two or three days ahead
is not quite so easy. One complete change of clothing in addition to what he
wears is about all that a wheelman can comfortably carry, and this does well
enough for the first night, but by the second or at latest the third night it
becomes very desirable for him to reach his " base of supplies." To deter-
mine in advance the proper point to establish this at, when planning a tour
on an unknown road, where the rate of progress is uncertain, is one of the
most puzzling problems for the tourist.

The food and lodging which one gets at the country hotels are usually
endurable, and are supplied to the bicycler when he is least in a mood to be
exacting in his demands. He furthermore has the assurance of being invited
to sleep in " the best room " that the house contains, and of being " fed off
from the top shelf ** of its pantry. He has numberless chances for observing
novel and unaccustomed jjhases of "American cookery,** "table-manners,**
and •* waiting." The universal negro waiter, as is w^ell known, likes to dis-
pense his dishes and arrange the table-ware with a grand flourish and clatter
and uproar ; but it struck me as funny that the women waiters who take control
of the wayfarer at most of the hotels in the Mohawk Valley should agree in
cherishing as their ideal of extreme "style** in table-service the knack of
giving rapid utterance to the names of several dishes on the bill-of-fare, as if
they all composed a single word. None of these girls ever shows the slight-
est tact in observing the real wants of a person at the table or in supplying
them. Having in a single breath snapped out, Roastbeefroastturkeyboiled
muttonandfriedham,'* her interest in the case practically ceases, and she
thenceforth goes about her business with the proud consciousness of duty
done ; and done not only in a complete but in an impressive and stylish man-
ner, creditable to the reputation of the house. Incidentally she may occa-
sionally condescend to bring out some of the dishes that have been ordered
in response to her polysyllabic crj*.

I have made no attempt to describe or discuss the relations of the Small
Boy to bicycling, for those are of so important and interesting a character
that nothing less than a separate essay could pretend to do them justice.
When, however, I hear a philistine say sneeringly of the sport that it is a

14 TEN THOUSAND MILES ON A BICYCLE,

"boyish pastime " for grown men to engage in, I feel like saying to him that
if he would substitute "boy-like" for the other adjective he might speak
more truly, and might thereby give the highest praise that can be given to
bicycling. Certainly may it be said that no genuine, healthily-organized boy
is now drawing the breath of life who can look upon the glittering spokes of
a bicycle without an ardent longing to have them whirling merrily under his
toes; and certainly do I believe that no grown man who takes delight in
swiftly cleaving the air on the back of the silent steed of steel can fail to
carry with him some of the noble freshness and bloom of boyhood, — ** the
golden, the happy, the unforgotten ! " It was Coleridge, if I remember
rightly, who insisted that the simple secret of genius is the art of carrying
into mature years the free heart and fiery enthusiasm of early youth, — the art
of keeping boy-like to the last Such, at all events, seems to me to be the
secret of happiness, and such is the theory on which I base the assumption
that the votaries of a pastime pre-eminently "boy-like" are, as a class, a
pre-eminently happy set of individuals. Presumptively a good bicycler is
always and everywhere " a good fellow." Genuine wheelmen grow readily
acquainted with one another, off-hand and "boy-fashion," because the ele-
ment of heartiness and sincerity in the sport creates the same feeling of fra-
ternity and kinship which exists between boys up to the period when estrange-
ment is caused by the advent of worldly wisdom.

The quick formation of bicycle clubs wherever groups of wheelmen are
found to exist is often mentioned as a proof of the sociability of the sport ;
and the ready opportunities thus afforded for making pleasant acquaintance
with men in all sections of the country are also included among its advan-
tages. All these things I have refrained from enlarging upon, both because
others have better said what could be said and because they are almost self-
evident, — " they go without saying." I have preferred rather to praise the
bicycle in its character as a solace for the solitary ; as a companion for those
whom the voice of nature or of fate has commanded to hold themselves apart
from the hurly-burly; as a device for enabling the philosophic observer to be
among people without being of them, to examine at first hand all phases of
life and society without revealing the mystery of his own personality. The
bicycler is a sort of benevolent Asmodeus. In him is realized the myth con-
cerning the traveler with the seven-league boots and the invisible cloak. He
can swiftly betake himself to remote regions, can see and hear all things while
his own presence is undisclosed. Were old Diogenes searching for the honest
man to-day, he would surely tour on a bicycle ; though perhaps the object of
his search, being presumably a bicycler also, would prove a faster rider.

II.

AFTER BEER.*

[Inspired by fifteen years' contemplation of "Beer,'* as prepared by the
late George Arnold for The New York Saturday Pressj of August 12, 1865.]

Genteel, Oh 1 finer far

On my wheel Than fame or riches are

I sit. The caracolings of this airy carl
The vulgar mob may flit Why

Below; Should I

They go Weep, wail or sigh?

Unheeded by ; What if age has dimmed my eye ?

And, as they fly, What if Pm truly said

I, Not to be worth a red ?
Mounted high. Stuff 1

Sit, I've enough :

Turning with toe or heel My steed of steel—

My wheel I My wheel!

Go, whining youth,

Forsooth I
Travel by rail ;
Fish, or shoot quail ;

Weave melancholy rhymes

On the old times
Whose sports to memory now appeal;
But leave to me my wheel.

Wealth melts like snow ;

Love leads to woe ;

So,
If I tread my troubles down.
Without a frown,

In speeding on from town to town.
Then do I wear the crown,

With wheel or whoa I

iFram Puck, August 11, 1880, p. 404. The original, " Beer," may be found on p. 139 of
" Geoige Araold's Poems " (Boston : Fields, Osgood & Co., 1871).

III.

WHITE FLANNEL AND NICKEL PLATE:.*

Those five words would form my answer to anyone v/ho might repeat
to me the question which an ingenuous youth recently addressed to an
editor : " Will you tell me briefly what is the best costume to adopt for tour-
ing on a bicycle ? " I smiled a smile when I read the enquiry, because of
its amusing assumption that, in a matter so notoriously dependent upon
individual taste, any single conceivable costume is demonstrably " the best."
Nevertheless, if anyone cares to call upon me as an oracle, I trust I shaU
always be found ready to respond with a properly oracular utterance. I at
least know by experience what is " the best " for myself, and that is about as
much as anyone can fairly pretend to know when he grapples with the tre-
mendous subject of "clothes." At least half of the four thousand miles
registered by my cyclometer presumably represents tours and excursions ; and
the object of my present writing is not to give advice to any other tourist, actual
or prospective, but rather to explain why I individually, when on a tour, find
the superlative degree of comfort assured me by the presence of white flannel
and nickel plate. If any buyer of this book shall feel impelled to follow
my example, well and good; I will not attempt to collect any royalty from
him for the privilege. But if anyone shall venture to misrepresent me as ask-
ing others to follow my example, he will do so at his peril. Should such a
person ever venture into the wildwoods of Washington Square, he must ex-
pect me to collar him and to insist on forthwith fighting for the beer.

The advantage of wfearing a white riding-shirt, like the advantage of wear-
ing a white dress-shirt when not riding, rather than a colored one, is largely
a moral advantage : for, as the white fabric shows the dirt sooner than any
other, its wearer is forced to keep himself clean. The owner of a so-called
" patent never-get-dirty " shirt, of grey or brown, may sweat through an entire
season without once consulting the laundry, but the patron of white flannel
must make frequent visits there if he wishes to retain the right to his name.
By making the shirt reversible, it is possible to put to use both sides of the
collar, and that is the part which becomes soonest soiled ; but the whole gar-
ment will have to go to the wash-tub at the end of five or six days, and oftener
at the end of two or three. As each washing causes a shrinkage, it is well
to begin with a very loose collar. When this grows too small, it can be cut
down to the second button. Finally the collar can be cut off entirely and the

iFrom " Whirling Wheels : the Wheelman's Annual for 1882," pp. 111-119 (Salem, Mass. :
J. P. Burbank, 1882, tamo, pp. 135, price $1.00).

I

WHITE FLANNEL AND NICKEL PLATE, 17

garment used as an undershirt. As for one's white flannel knee-breeches,
by the time their waistband gets shrunk beyond the buttoning point, the
breeches themselves become worn out and may wisely be torn into rags for
the polishing of the nickel plate.

Breeches, shirt, undershirt, drawers, socks and shoes, in addition to those
worn by the rider, can be tied up tightly together in a roll, with comb, hair-
brush, tooth-brush, sponge, soap and vaseline ; and around this in turn can
be rolled his coat. Stout cords have seemed to me more satisfactory than
leather straps in securing this roll to the handle-bar, or in slinging it over
one's shoulder when coasting was to be indulged in. Straps always let the roll
sag down too far on the brake, while by careful tying of good strings it can be
kept well on top of the handle-bar, though the strings have to be tightened oc-
casionally to check the sagging. An excellent device for preventing this is the
Lamson patent " bicycle shawl-strap," of which I made satisfactory trial on
my latest tour. The wires of this contrivance are so small that it can readily
be put in the pocket or slung over the shoulder with the roll to which it ia
attached, whenever one desires to have his handle-bar free. In dismounting
at noon to sit at a hotel table, one's coat may be easily assumed without dis-
turbing the inner roll. I do not insist that this coat shall be made of white
flannel, since it is not to be worn on the bicycle, but the lighter and shorter it
is the better. A linen duster and a flannel jacket made without lining have
in turn served me well. When the day's ride is ended, I take a sponge bath^
apply vaseUne to any bruised or sore spots, assume new clothes throughout
and arrange to have the damp clothes I have been riding in properly dried
during the night for use in the next day's ride.

My wish always is in planning a tour to send my valise ahead of me where
1 may meet it at the end of the second or third day, but it is often impractica-
ble to arrange any meeting of this sort when one starts out on an unexplored
path, and in my last tour, which was an all-quiet one along the Potomac, I
was five nights as well as five days away from my base of supplies. I suf-
fered no special inconvenience, however, though my outfit was the simple
one before described, with the addition of a razor and a third undershirt.
I have never experimented with " M. I. P. " or other bags, which are designed
to encumber the backbone or handle-bar or axle of the bicycle, and I never
intend to. There seems no sense in handicapping one's wheel with the weight
of a bag (letting alone- its ugly appearance, and the awkwardness of climbing
over it) when the coat or shirt which necessarily forms a part of the baggage
will answer all the purposes of a bag. The necessities of touring are- con-
fined absolutely to the articles which I have named, and thos^an surely be car-
ried more compactly and comfortably in a roll than in a bag. The luxuries of
touring are innumerable, and nothing less than a valise, sent by express from
place to place, can keep the bicycler supplied with any appreciable amount o£
them. A good wheelman, like a good soldier, should be proud to go in light
inarching order, carrying in compact form the things that he really needs, and
2

i8 TEN THOUSAND MILES ON A BICYCLE.

canying nothing else. On my first tour, I packed my traps in a bag which
was shaped like an old-fashioned cartridge-box, which opened by lifting a flap
at the side, and which had straps at the ends for slinging over one's shoulder.
The trouble is that a strap or string of this sort, though not unpleasant for a
few hours* ride, finally chafes and tires one's shoulders if carried all day long.
The bag or bundle also gives an uncomfortable heat to one's back, especially
in summer time. I should presume this latter objection, in a lesser degree,
might hold good against Mr. Wright's " take-me-too " device, which consists
of a waist-belt to which a roll may be strapped on behind vrithout sagging.
Though I have not tried it, I have no doubt this is a good thing for a short
ride ; but for an extended tour the handle-bar seems to me the best place on
which to strap one's luggage.

I have never had a lantern, and it appears to me a needless encum-
brance for the tourist. The " handy English tool-bag " I consider a great im-
provement upon the ordinary " pocket-book " style of saddle bag, being noise-
less and more secure against intrusion — though I have had an oil-can and
a wrench stolen from it at different times, by the loungers of certain lagei^
beer saloons where I left my wheel over night. India-rubber drinking cups
are perhaps worth carrying, though, after losing three from my pockets, I
have lately dispensed with them. India-rubber pocket pouches or purses, to
prevent the wetting of paper money and the rusting of keys and knives, I have
also found serviceable. A straw hat for summer, and a flat velveteen hat for
early spring and late autumn, are my preferences in respect to head-covering.
Here, too, I may add as a special summer recommendation for a white riding
costume, its non-attractive quality as concerns the rays of the sun. I cannot
too highly praise the comfort and convenience ensured by wearing "ball-
catcher's gloves " which protect the palm and leave the fingers entirely free.
The back of the hand is also uncovered, the glove being kept in place by a
button behind the wrist. The cost varies from seventy-five cents to twice
that amount, according to the quality of the buckskin.

Perhaps it is the result of my country " bringing up " that I always wear
boots rather than shoes for out-door walking. Anyhow, being accustomed to
boots alone, it seemed to me the proper thing to continue wearing them when
I first got astride a bicycle; and my touring experiences have only confirmed
my partiality for that sort of leg-covering. In one of my earliest rides a dog
took my left calf between his jaws, and had it not been cased in leather he
would have taken a part of it away with him. He didn't hurt me much in
fact, but he cured me of all inclination to expose my extremities in the regu-
lation stockings %nd low shoes, which most bicyclers affect. I should sup-
pose that the dust and sand and mud would work their way disagreeably into
such shoes on long tours where much walking had to be done, and that the
freezing cold air would work its way disagreeably through such stockings on
wintry days. But never mind ; boots also have their disadvantages. On a
hot day the legs of a bicycler's boots are apt to get so damp from perspiration.

WHITE FLANNEL AND NICKEL PLATE.

19

that, if he takes them off, he can't pull them on again until they have been
dried. Hence, it is a rather hazardous venture for him to take a swim, no
matter how tempting a lake or river may be by the roadside, until he gets to
the end of his day's riding. The lower button of the breeches-leg put through
a slit in the top of the boot readily keeps it in place and prevents all dust
from entering. Top-boots that reach to the knee, and are made of leather
stiff enough to prevent any sagging at the ankle, I have fo^nd agreeable for'
winter riding. A velveteen jacket and corduroy breeches I consider a suit-
able rig for short rides in the cold weather. As a club uniform is a thing which
exists only for purposes of display, it seems to me that the jacket, whatever its
color, should be made of velveteen, and that the breeches, whatever the ma-
terial, should be white. Any club that disregards either of these two points
decreases by just so much its chance of showing off well on the grand parade.
Were I a club-man I should force all my fellow members to turn out in jack-
ets of crimson velveteen, or else I should kill them, every one 1

Velveteen is really the cheapest because it is the most durable of fabrics
to employ for such a purpose, and even the first cost of a riding-coat made
of it (say fifteen to twenty dollars) is not so very much in excess of one made
of any other good cloth ; though the latter will grow shabby in a season or two
while the former will last for a lifetime. Cheap as it is, however, its showiness
makes it seem unsuitable for ordinary masculine attire (professional gamblers
and Italian pea*nut venders being the only two classes of men who habitually
wear it), and hence, like other rare and unusual things, it impresses the average -
beholder as being extremely costly as well as ornate. A dozen glossy jackets
of velveteen in a club parade will seem more imposing than twice that num-
ber made of commoner cloth ; just as the dazzling brightness of completely
nickeled bicycles will challenge twice as much admiration as the glitterless
whirring of those which are " as common looking as carriage wheels." Both
the shiny coats and the shiny wheels, because they are so distinctly contrasted
to the popular conception of such things, appeal strongly to the popular
imagination, and hence help to give dignity to the pastime of bicycling. A long
procession of men "in silk attire," sitting on "wheels of silver," is too sig-
nificant a spectacle " to be sneezed at " ; even the wayfaring man must be
impressed by the notion that it represents something solid and permanent.
As regards the solitary rider, the sheen of his plush jacket in cold weather,
like the whiteness of his flannel shirt and breeches in summer, gives an " object
lesson " to everyone whom he meets, for it plainly proves that he has not been
tumbled into the mud, nor rolled in the dust, nor smeared with grease and oil.
It shows, therefore, that the bicycle is a safe vehicle and a clean one.

The advantage which nickel plate gives the tourist is, like the advantage
of wearing a white shirt, chiefly a moral advantage, though in a somewhat
different sense. It is a voucher for his respectability, an emblem of the prob-
able presence in his pockets of money enough to pay for all he wants. The
glittering spokes of an all-bright bicycle enlighten the stupidest landlord to

20 TEN THOUSAND MILES ON A BICYCLE,

the fact that the bedraggled and mud-bespattered man who pushes it along
is not a casual tramp, but a person of substance whom it will be politic to
treat with civility and deference. Even the lordly commander of the baggage-
car loses something of his surliness when confronted by so splendid an object,
and is less inclined to resent its presence in the realm of trunks as an intru-
sion. A machine with rusty wires and painted backbone, though it may be
an excellent roadster and may represent a hundred dollars or more of hard
cash, doesn't impress itself on the uninitiated as anything better than '* an old
five-dollar plug, which any beggar might own "; but no one can fail to compre-
hend that a "wheel of silver " must have "money behind it," and to govern
himself accordingly. Even the most reckless baggage-smasher stands in
a certain awe of such a beautiful instrument and hesitates about handling it
harshly, though he may have no compunctions whatever about slamming a
painted bicycle from one end of the car to the other with all his wonted
hilarity.

Nickel has the further advantage of requiring a man to spend consider-
able time in keeping it clean,-rtime which the owner of a painted bicycle in
similar circumstances would waste rather than spend. When a rider dis-
mounts in a dripping perspiration and enters a cold baggage-car or colder
ferry-boat, the exercise afforded him in polishing his wheel is a very salutary
thing in preventing a too rapid change of his bodily temperature. It is while
he is working thus also that the members of the admiring crowd surrounding
him pluck up courage to ask the usual leading questions, behind his back,
which they would not venture to do to his face, were he standing by entirely
disengaged. Again, if a man is occupied in cleaning up his wheel in a coun-
try bar-room, the loungers around the stove go right on with their customary
bragging and lying to one another, oblivious of his presence, though if he
were simply an idler like themselves, they would object to him as an intruder
and keep as mum as oysters. Thus it is that the nickel plate of his bicycle
serves the philosophic tourist as a mirror in which to watch the varying
phases of human nature around him; and thus it is that its moral influence
is as conducive to his advantage as is the moral influence of the white flannel
in which he encases himself.

Addendum, March 20, 1885.— The experiences of three later years ( 7,300 m. ) hare not
changed at all my philosophy of touring, as formuJated in the foregoing essay, whidi repre-
sented the lessons of my three earliest years ( 4,200 m.) as a wheelman; and my practices have
undergone but slight modification. The chief change has been the substitution of shoes for
boots, to avoid the designated disadvantage of being frequently forced to dry the boot-legs, after
they have become saturated with sweat. In the spring of 1883, I paid $2 for having a pair of
india-rubber soles added to my riding-boots ; but, though their tomigated surfaces increased the
firmness of my foothold on the pedals, the device seems too costly a one to be worth the tourist's
adoption. The wear caused by incidental walking on rough roadways proved quickly destructive
of such soles ; and, after I had suffered some annoyance from their getting loose and tattered at
the edges, I tore off and threw away the last of them, on my June tour in Maine, when the
record was less than 700 miles. A pair of low-cut, machine-sewed shoes, the dieapest obtain-
able J $1.50), were the first ones with which I took an all-day ride (a circuit of 60 m., August 16,

WHITE FLANNEL AND NICKEL PLATE, 21

1883); and the experiment proved so satisfactory that I retained them pretty continuously in my
riding until November 7, when their record was about 1,800 m. Their "record," indeed, was
about all there was left to the shoes, when I kicked them off, at Binghamton, that Tuesday
noon, in the middle of a hard day^s joiuney of 40 ra., and assumed a second pair, of heavier
build, with a guard or flap coming well above the ankle and secured by a strap and buckle.
These were also priced at ^1.50, because of their antiquated and unmarketable style, and they
served me satisfactorily till April a6, 1884 (i,z8o m.), — though I returned to boots for a brief sea-
son, daring my 142 m. of riding in Bermuda. My third pair of shoes were nearly identical with
the second pair in style and price, and they had neariy reached the end of their usefulness when
I took my last ride m them, December 24 (i,a86m.)- Perhaps 100 m. should be deducted from
this eight months' mileage, as representing the sum of the short rides when I wore ray ordinary
walking-shoes ; for, as a result of getting accustomed to the use of shoes while bicycling, my life-
hxig prejudice in favor of boots, for ordinary out-door walking, has been considerably weakened
After this extensive experimentation (4,000 m. or more) with three pairs of cheap, machine-sewed
shoes, I shall be disposed to have my fourth pair specially made, of the best material, at a price
perhaps double that of the three combined, — for the sake of comparing the ultimate economies of
the case. My a priori objection (p. 18 ) " that the dust and sand and mud would work their
«ay <^sagreeably into such shoes, on long tours where much walking had to be done," has been
an too sadly justified by experience ; and many a time, during the past three years of touring,
have I longed for the presence of my trusty top-boots, as a comfort and protection in calamitous
cases of dust and sand and mud and water. My other fear, " that the freezing cold air would
work its way disagreeably through such stockings on wintry days," has proved to be quite
groundless, however, — though I have found that india-rubber overshoes, added to either shoes or
boots, are quite efficacious in ensuring warmth to the feet when one indulges in winter wheeling.
A pair of black cashmere stockings, for which I paid $1, served for 800 m. before showing
any holes in the heels; and I then supplemented them with a pair of heavier woolen ones,
ribbed, of the " Goetze " manufacture, which was for a while widely advertised. Their ma-
terial was said to be " the best German knitting yam," and as the desired size did not happen to
be in stocJc when I called at the shop, they were run through the knitting machine before my
very eyes. They cost $1.50, and I assumed them at the outset of my long straightaway tour
from Detroit ; but the heels wore through in a little more than a fortnight, when the record was
800m., or just the same as that of the less expensive pair. With various darnings and patchings
the two pairs combined served me for 3,500 m. and, as I have since had new feet knit to the
** Goetze " stockings, whose legs showed scarcely any signs of usage, I presume they will serve
me for another 1,000 m., at least. The latest 500 m. of my record were ridden in a third pair of
woolen stockings ($1.35 ), having black legs and white feet —the latter device being a good one
to prevent the wearer's feet from being discolored by the dye. Cotton stocking^ cannot be made
to hold their colors, no matter what the sellers may say; and a pair of black ones which I was
oooe forced to buy ( 40c. ), as a makeshift for bicycling, quickly gave a sable hue to my drawers
as weD as my feet. The black silk stockings which I bought in 1883 ($3.75), when the League
gave command that no booted rider should be allowed in its parade at Chicago, still stay by me, in
good condition after considerable usage on odd occasions. Their lightness recommends them for
carriage on a tour, as a part of one's evening costume, to be worn while the soiled stockings
and other garments of the day's riding are being washed and dried. Though the elasticity of
Ittavy woolen stockings will hold them in place when new, garters soon get to be a necessity.
But, as they are apt to slip, or prove otherwise unsatisfactory when applied directly to the leg,
I have found it convenient to suspend each one from a single button, sewn on the inner waist-
band of the breeches at the seam opposite the hips.

Experience has only confirmed my first liking for velveteen. The jacket of that stuff, which
I bought in '79, and which is likely to last me for another half-dozen years at least, served well
in all sorts of weather during my forty days' straightaway ride of '83 ; and it also proved an ex-
celknt garment for use on the deck during the sea voyages that were connected with my Nova
Scotia and Bermuda explorations. The green corduroy breeches, bought at Boston in June o^

22 TEN THOUSAND MILES ON A BICYCLE.

'8 1, lasted me to the end of my long ride of '83, though more than once torn to shreds in the
progress of it ; and I still retain them as a most interesting curiosity of tailor's patchwork, —
both professional and amateur. I had some thoughts, indeed, of proclaiming them by public
advertisement as a memorial prize, to be awarded the club most largely represented on the sub-
scription-list of this book, and to be kept on permanent exhibition as a trophy in its chief assem-
bly-room. My earlier custom, of carrying a pair of long trousers, of thin material, in the roU oa
my handle-bar, was adhered to by me very generally until the close of 1883 ; but during the sea-
son since then I have commonly substituted for them a pair of green velveteen riding breedies
( $8. 50 ), which pack quite as closely and prove quite as satisfactory for evening wear. During
that season also I usually dispensed entirely with the tool-bag, preferring to carry wrench and oil-
can in pocket, or else in luggage-roll. For some years my custom has been to inclose the latter
in a piece of india-rubber cloth, two feet square ; and this cover is also available as a protection to
the carpet of one's bed-room, in case of taking a sponge-bath, at the end of the day's ride. An
india-rubber drinking-tube — costing half-a-cent an inch, and carried more easily than a cup — I
have found to be a convenient device for use at brooks and springs ; though the over-cautious
may prefer to pay half-a-doUar for " Corson's tourist's delight," which has a filter attached to
the tube. Needles and thread have more than once repaid the slight trouble required for storage
in my pocket book ; and I intend on my next tour to carry a little lump of upholsterer's " curied
hair," which is said to make, when combined with soap, an excellent brush for scouring the
grease and grime from one's hands. The recommended superiority of a sponge to a handker-
chief, for wiping the perspiration from one's face on a hot day, has not seemed justified by my ex-
perience, however. The ease with which the rim of a nickeled wheel may be polished by simply
holding a rag against it while riding, would appear too self-evident to be worth mentionii^, —
were it not that " a 10,000-mile man " assured mc that it appealed to him as a new and happy
idea, when he saw me resorting to it, in Washington, last May. Another well-known fact, that
white flannel shrinks more rapidly than colored, may perhaps be useful information to some.
The sight of an " M. I. P. bag," or any other such clumsy contrivance, on a tourist's bicy-
cle, always conveys to my ihind the idea that the owner is a novice at the business ; but I am
bound to admit that some men of wide experience on the road do retain an apparent fondness
for these same bags. I suppose it must be because they lack " the sense of order and proportion,"
which is the natural gift of men who can put a roll or bundle of miscellaneous articles together
with compactness and symmetry. The non-possessor of this orderly instinct perhaps does need
a bag, into which he can shovel his equipments at hap-hazard ; but it certainly seems to me a
terrible infliction to have one's machine thus handicapped with an ungainly excrescence which
takes up about as much room when empty as when full. Far better than this — for those whose
love of coasting causes them to insist upon having an unencumbered handle-bar — seems '* the Z.
& S. carrier " ($a), an attachment for the backbone, alongside of which it can be folded com-
pactly, when its arms are not needed for clutching a coat or bundle. As for the Wright " take-
me-too " belt, the persistent praises which were given to it in my hearing by an old army man
(whose cycling experiences on the road had been extensive, and whose judgment was still further
recommended to me by his hearty approval of the Lamson carrier, to which he thought the belt
a satisfactory supplement), finally overcame my prejudices, and I bought a belt, with the idea of
using it as a coat-carrier on my x, 400-mile tour. A preliminary trial of five miles, however, was
enough to confirm my worst fears, as to the back-heating possibilities, and all-around discomfort,
belonging to any roll or bundle attached to the base of one's spinal column. I hate a belt on
general principles, and I've never made a second experiment with this most ingeniously villain-
ous specimen. No one can now object to having roe speak my mind squarely against it, for
" the trade '' long since discontinued its sale. I believe, indeed, that the veritable belt whidi I
bought was the last one of the kind ever manufactured. It is, without doubt, on the testimony
of several unimpeachable witnesses, a most excellent device — ^for those who happen to fancy it
If such a one, haply, shall read my words, let him know that I will gladly sell the belt at a great
reduction on its original cost. I paid a dollar for it, but the first man who remits to me 99 one-
cent stamps shall receive the hated specimen, by earliest return mail, postage prepaid.

IV.

A BIRTHDAY FANTASIE.'

Abgumbnt.— " Three wise men of Gotham went to sea on their wheels ; and if those wheels
had been stronger, this by had been longer." Kron, while taking a solitary, Christmas-eve
ouise on his stanch yacht, " The Bull Dorg," in search of the Golden Fleas, amid the glittering
wastes of the Paleocrystic Sea, meets with the goblin trio aforesaid, at the exact geographical
point revealed to him in a vision by the nautical symbols, " G. B. V. 4. 5. 6. " The following con-
▼Asation then takes place :

CycUrs three I What men be ye?

Gotham's brave club-m^n we be.
Whither en your wheels so free f

To rake the moon out of the sea.
Our wheels go trim. The moon doth shine.
*Tis but a wheel. It shall be thine.
755^ moorCs a wheel which shall be mine I

Who art thoii, so hard adrift ?

I am he they call Kol JCran,
On this moon we will thee lift.

No ! I may not mount thereon.
Wherefore so ? ^Tis Jove's decree :
** On a wheel plough not the sea I
With a wheel vex not the sea I "

E^en ashore I could not ride.

For the moon*s a sixty-inch.
Fifty inches I may stride.

But from sixty, sure, I flinch.
Fudge I Get on I T will play no tricks !
No I I drive a forty-six, —
I was born in '46.

Strange at sea to meet such keels !

How with wetter can they cope ?
Tis magician floats the wheels, —

The Infallible, the Pope I
Your wheels go trim. The moon doth shine.
Now let " The Bull Dorg*' cleave the brine,
fust go your way, and I *ll go mine.
Washington Squars, Dec 24, 18S0.

1 An imitation of " Drinking Catch," by Thomas Love Peacock. Written by request for the
special midwinter ntunber of T/u Bicycling Worlds January 14, 188 1, p. 153.

FOUR SEASONS ON A FORTY-SIX.*

Six thousand miles would make, if extended in a straight line, quite a re-
spectable section of the earth's circumference ; and the career of the bicycle
which I have driven that distance during the past three years and a half has
perhaps been quite respectable enough to deserve a formal description. The
beginning of this career was made on the Belgian block pavement, at the north-
east comer of Washington Square, at about ten minutes past three o'clock in
the afternoon of Thursday, May 29, 1879. It was a surprisingly short beginning
on six thousand miles, however, for the wheel came to a standstill as soon as I
had got into the saddle ; and, in my ignorance of the " standstill feat," and
of the proper way of using my own feet for a quick dismount, I forthwith
reached out for the nearest paving-stone with my left elbow, and secured a
dislocation of the bones thereof. While waiting to have them pulled together
again by a surgeon, whose office fortunately happened to be adjacent, I in-
sisted, between my groans, that a telegram should be at once sent to the Pope
Manufacturing Company, inquiring if a nickel-plated cyclometer could be sea-
sonably prepared for me, so that my second ride might be more accurately
measured. This remark, coming subsequently to the ears of the Captain of
the New York Bicycle Club, seemed to him so creditable that he vowed the
anniversary of it should be duly celebrated by a general parade of American
bicyclers. Hence the memorable mustering of the clans at Newport, on the
29th of May, 1880, and the formation of the League of American Wheelmen,
with officers to summon a similar gathering on each return of that day.

I am driven to make public this fragment of ancient history — not to say
secret and unsuspected history — by the remark of -a writei^in the November
Wheelman^ who, while giving due credit for my manifestations of interest in,
and friendliness towards, the League, speaks deprecatingly of my failure to
become a member thereof. He will now realize that I could not with pro-
priety act otherwise. My position is much like that of the King of France
who said, Pitat c^est moi. In a certain sense " the League is myself " ; and the
mere fact that I elbowed it into existence leads me to insist, like Uncle Remus,
that " I's bleezd to have elbow-room " outside it. I am such a very modest
man, furthermore, that the pomp and pageantry of three annual meets
seem already to have commemorated with sufficient impressiveness the date
of so slight a display of fortitude. Hence my printed argument of last winter
in favor of making the date of the meet a changeable one, so that it might be

iFrom The IVkeg/tnan, February, 1883, pp. 368-375.

FOUR SEASONS ON A FORTY-SIX.

25

adapted to the climate of the locality chosen. I urged, for example, that
Washington's birthday, 1883, would be a good time for the fourth annual
meet, in case the city of Washington should be chosen as the place of it. As
for the 29th of May, it is enough for me, being a modest man, that Mother
Nature should always send then a gentle shower of rain, — should, as it were,
bedew the earth with her tears, — ^in kindly remembrance of my first mis-
fortune.

I am not unaware that a few envious and light-minded persons have given
acceptance to the theory that the President of the Boston Bicycle Club de-
vised the League, in order to honor a certain lawyer of that city, who, on the
29th of May, 1877, made the "test case " at the Boston Custom House, which
forced the Secretary of the Treasury to classify the bicycle as " a carriage "
(duty 35 per cent.), rather than ** a machine " (duty 45 per cent.). I men-
tion this theory only that I may expose it to the scorn and derision of all true
bicyclers. It is merely one more illustration of the petty jealousy which " the
hub " feels for " the metropolis," — one more attempt to honor Harvard at the
expense of Yale,— one more effort to exalt a *68 graduate above a graduate
, of '69. The natural prejudice which the first President of the League would
have for Harvard and *68, by virtue of being himself a '70-man at Haverford
College (which the intelligent compositor usually transforms into ** Har-
vard "), explains his nefarious attempt to pervert the facts of history. Modest
man that I am, I will not tamely consent to be robbed of the greatness which
has been thrust upon me. I do not want to be oppressed with the burden of
carrying any more of it. I am anxious to have the League choose some other
day than the 29th of May, for the annual blowing of its bugle. But I must
insist that whatever degree of celebrity may attach to that particular date, in
the history of American bicycling, is due not to a bit of I6gal quibbling in the
Boston Custom House, but to the extremely practical "test case," made by
my left elbow with that fateful bit of Belgian pavement lying at the northeast
comer of Washington Square.

Two months and more before making this test, I had corresponded with
the Pope Manufacturing Company, recommending them to open a rink in
New York, in order that I might, without leaving the city, " have a chance to
see if I could learn how to ride." But even the prospective honor of selling
me a wheel failed to induce them to grant my modest request, and so I was
forced to make a pilgrimage to their warehouse in Boston. There, on the last
Friday afternoon of March, 1879, ^ niade my first experimental mount, and found
that ray experiences with the bone-shaker of '69, though forgotten for a decade,
stood me in good stead. Command of the new-fashioned wheel was gained
by me very quickly, and, after an hour's practice? I felt quite competent to
"take to the road." Of course I bought a bic}'cle, and was consumed with
impatience when the specified ** two weeks " lengthened into two months be-
fore its arrival. My order, that it be sent to meet me on the smooth pave-
ment at Harlem Bridge, was mailed just too late to prevent its shipment from

26 TEN THOUSAND MILES ON A BICYCLE.

Hartford to the stony region of Washington Square. The saddle, moreover,
for convenience in packing, had been screwed up close to the head, so that,
even if my first ride had been attempted on a smooth road, I should inevitably
have tumbled, and kept tumbling till I ** tumbled to " the idea that the saddle
must be set further back.

Sue weeks from the day of my sudden demonstration that " the successor
of the bone-shaker " might become a bone-breaker, I trundled it out for a sec-
ond trial, and practiced step-riding for an hour or so on the concrete walks of
the Square. A week later, on my third trial, I ventured to slide into the sad-
dle again, but its advanced position and my own impaired confidence com-
bined to make my visits there very short ones. The next day, however, I
got the seat properly adjusted, and, after a few helps at mounting and dis-
mounting, found I could once more trust myself to " go it alone," on a smooth
wooden floor. My first road-ride was taken the following evening, Tuesday,
July 22, on the Boulevard, where, in the course of two hours, I made six
mounts, and covered four miles of space, with only one slight fall. The exer-
cise was terribly tiresome and surprisingly sweaty while it lasted, but no
weariness or stiffness resulted as a sequel to it. Before the next month
closed I had taken eleven other rides and accomplished 125 miles, thereby
exploring pretty thoroughly the roads of the New York region, of which I sent
a minute description to the American Bicycling Journal for October. My
longest day's record was twenty-one miles, made on August 5, when I went to
Yonkers, where an importunate reporter tried to discover my name for publi-
cation in the local paper, and where an equally uncivil dog tried to thrust his
teeth through the leather of my boot-leg. The thermometer stood well up
among the nineties, that day, and the hot weather which prevailed during all
my rides of that month perhaps explained why I never once sighted any
wheelmen. I suppose there were then about a dozen of them in New York.

My log of distances, traversed up to this time, had been laboriously com-
piled by using the county atlas, inasmuch as my agonizing appeal to the
Popes for a cyclometer that should be nickel-plated, had been quite in vain.
On the first day of September, however, when I began to do some riding in
Massachusetts, I reconciled my conscience to the belief that one of their
ordinary cyclometers, even without any nickel-plating to ensure its accuracy,
was better than nothing, and so I attached to my axle the little round brass
box which has registered the miles for me ever since. My first " over-night
excursion *' began September 9, when I started from Springfield with the idea
of propelling myself to Boston, 100 miles, and there, perhaps, taking part in
"A Wheel Around the Hub," for which an invitation had reached me, though
the exact time of starting had been left undecided. Adopting the mistaken
theory of a railroad man, that the highway supplied softer and more difficult
riding than the space between the tracks, I clung to the latter all day, and
only accomplished 22 miles, ending at West Brimfield, where the rain put an
entire stop to my very slow progress. On the morning of the i ith I took

FOUR SEASONS ON A FORTY-SIX, 27

train to Worcester, and there learned that the Boston riders had decided on
the nth and 12th as the days for their excursion. I was thus too late to be
with them at the start, but, by resuming my train, I might have overtaken

them — possibly at Readville, probably at Canton, or certainly at Sharon,

and thus participated in the larger part of the journey. I afterwards greatly
regretted that I failed to do this, especially as in wheeling eastward from
Worcester I went astray over bad and hilly roads and occupied nine hours in
covering 24 miles, a third of which I walked. The next day I rode in from
South Framingham to Boston, over the well-known track; and while circling
about there in the early evening, in the region of Trinity Square, I observed
numerous dusty bicyclers who seemed to be homeward bound, and who, I
doubt not, were some of the men whose comrade I ought to have been in the
" Wheel Around the Hub." I eyed them curiously, for this was the first
chance I had ever had of seeing any bicycling. I devoted a good part of
Saturday to exploring the enchanting environs of the city, and then took
train back to Springfield, with a record of 104 miles for the four days. On
the 17th of September I rode southward to Hartford, 33 miles, and five days
later the same distance northward to Greenfield. These were the two longest
day's rides of the year ; and the longest ride on two successive days was 62
miles, beginning at New Haven and ending at a railroad station about eight
miles from Harlem Bridge. This was on the loth and nth of November,
and a fortnight later I devoted an afternoon and a forenoon to my first trip
to Tarrytown and back, — ^48 miles. An October trip of similar duration to
Orange and back measured 40 miles. Most of the rest of my riding was on
the roads which I had first explored in August, though I made several visits
to Brooklyn and Prospect Park, and I finished there my wheeling of the year,
on the i6th of December, when I took a 20-mile trip to Coney Island.

My entire riding for 1879 amounted to 742 miles, being an average of about
16J miles for each one of the 47 days when I mounted the wheel ; and up-
wards of 600 miles were accredited to the last four months of the year. The
length of track traversed by me for the first time amounted to at least 330
miles ; and if 130 miles be added to this to represent that part of it which I
traversed a second time but in an opposite direction, my "new" riding
amounted to 460 miles, leaving only 282 miles to represent the repetitions in
the year's record. Reports and descriptions of most of these roads were
printed by me in the first volume of the Bicycling Worlds 1880, as follows:
April 3, p. 163; April 17, p. 178; May i, p. 199; May 15, p. 219; May 29, p.
234 ; June 12, p. 256. Later references to my road-reports in that periodical
will be enclosed in brackets with the initials B, W,

My wheeling in 1880 extended through a period of eight months, from
April 19 to December 16, and amounted to 1,474^ miles, or an average of
about 26J miles for each of the fifty-eight days I rode. The shortest record
was 3J miles, the longest was 73, and there were nine other days when I rode
40 miles or more. My first 50-mile ride was on the 4th of May, when I made

28 TEN THOUSAND MILES ON A BICYCLE,

the round trip to Tarrytown, and added seven miles of riding on the Boule-
vard by gas-light, to complete the distance. \B, fV.^ Aug. 7, p. 331.] This
was also my first experience of that sort of night-riding; and I may as well
say here that I have never made use of a lantern. On the first day of sum-
mer, I rode from Taunton to Boston, 40 miles, as one of a party of six return-
ing from the meet at Newport ; a week later, from Hartford to Springfield,
35 miles ; and two days afterwards, from Hartford to Meriden, 30 miles.
[B. fV.j Nov. 19, p. '27.] Between the 9th and 13th of July I rode 131 miles on
Long Island, between Greenport and Hunter's Point, and on the 3d of August
tried another route there of 25 miles, from Cold Spring Harbor to Astoria.
[B. IV., Nov. 26, p. 37.] My third round trip to Tarrytown, 43 miles, was
taken August 17. After this, between the 6th and 24th of September, came
the longest tour of my four seasons' record, for it amounted to 495 miles, and
included sections of New York, New Jersey, Pennsylvania, Ohio, and Canada.
[B. W., 1881, May 27, p. 27 ; June 3, p. 44 ; June 10, p. 56 ; June 17, p. 64.]
As my riding was confined to fifteen days, the average for each was 33 miles,
the shortest record being that of my incursion into Canada, September 1 5, in
the region of Niagara Falls. Before this I had spent four days along the
Erie Cana), mostly on the tow-path, between Schenectady and Oneida, 1 10
miles, and ridden for two days, 32 miles, in the region of Canandaigua, where
I was visiting a friend. From Niagara I rode 38 miles to a farmer's house
16 miles beyond Buffalo ; thence 73 miles to Erie ; thence 45 miles to Ashta-
bula, making in all 156 miles, which distance still remains my best record for
three successive days. The swiftest and pleasantest ride of the tour was had
in returning on the same track from Erie to Dunkirk, 47 miles, in seven and
a half hours, including two hours out of the saddle. The next afternoon and
evening five hours were spent in getting over the 17 miles between Bingham-
ton and Great Bend. Then came a continuous ride of three days, from Port
Jervis to the Delaware Water Gap and across the Jersey hills homeward to
Washington Square, the distance being 125 miles, of which the last day
claimed 53. My estimate of new track traversed in 1880 is 700 miles, and of
old track traversed in a new direction 100 miles, leaving 674 to represent the
repetitions of the year.

February and July were the only two months of 1881 that claimed none
of the 67 days in which I wheeled 1,956 miles.— an average of 29},— though
January saw me mounted only once, when I indulged in the novelty of push-
ing myself a half-dozen miles over the beaten snow, among the sleigh-riders
of the Boulevard. My next ride, and the shortest of the year, was on the 1st
of March, a mile and a half, from the railroad station to my friend's house in
Washington. Four days afterwards, in the same city, I took my longest ride
of the year, 66J miles, in spite of having broken off one of my handles the day
before, and thereby ruined all chance of "beating my best record" [7;^ miles),
and perhaps even making ico miles. On the 22d of April I explored Staten
Island to the extent of 23 miles, and then went 17 miles further, through

FOUR SEASONS ON A FORTY-SIX. 29

Elizabethtown and Newark, to Orange. [B, W., May 20, p. 17.] On the last
Saturday of May, I began a week's ride of 287 miles, — going first from Boston
through Maiden and Salem to Rowley, and from Portsmouth to the Kittery
Navy Yard and back, 46 miles j and next day returning from Portsmouth to
Salem, a similar distance. Monday witnessed the second annual parade of
the League, and a trip to Brighton and Chestnut Hill, 20 miles; Tuesday, an
excursion to the Blue Bell Tavern in Milton, 20 miles ; Wednesday, a trip to
Dedham, Needham, and Chestnut Hill, 36 miles; Thursday, a leisurely ride
of ten hours from the Hotel Vendome, Boston, through Cambridge, Lexing-
ton, Waltham, Wellesley, and Framingham to Northboro*, 54J miles; Friday,
a final push of fourteen hours, through mist and fog, with a threatening east
wind at my back, to Worcester, West Brookfield, Ware, Three Rivers, Indian
Orchard, Springfield, and West Springfield, 64^ miles. [B. W., Aug. 26, p.
188.] The following Tuesday I went up the river to Brattleboro, 47I miles.
1 repeated the trip on the 22d of August, in beginning a tour to Lake George
[B. fV., Oct. 7, p. 259; Nov. II, p. 5], but continued on to Putney, 52i miles.
Thence next day I rode to Bellows Falls and from Rutland to Whitehall,
39 miles. The third day, after 20 miles of hap-hazard riding among the
hills, brought me to Hulett's Landing, on Lake George. The fourth day, be-
sides sailing through the lake, I circled from Baldwin's to Ticonderoga and
back, and from Caldwell to Fort Edward, 1 7 miles. The fifth day I con-
tinued homeward through Albany to Schodack, 57 miles, and on the sixth day
ended my trip by making an early morning push of 18 miles to Hudson, and
there embarking on steamer for New York. A week later, September 4, I
began a four days* ride on Long Island, from Flushing to Yaphank and back,
140 miles, of which 31 and 43 were covered on my outward trip, and 14 and
52 on my return. [B, IV., 1882, July 28, p. 463.] Another four days* ride was
begun on the 26th of September, when I circled 15 miles in the environs of
Poughkeepsic ; then to Rhinebeck and back, 33 miles ; then down the river to
Garrison's, 25 miles; then home to the city again, 44 miles. The return trip
from Tarrytown, on this latter day, should properly be connected with my up-
trip thither on the 17th of May, for on that occasion I took train to Pough-
kecpsie, and then was forced by the rain to take train homeward again with-
out doing any riding there. On the i6th of October I rode 23 miles in the
park at Philadelphia, and .15 miles the next forenoon in the park at Baltimore.
Then, on the 22d, I began a six days* tour " along the Potomac ** [B. W., 1882,
June 23, p. 403; July 14, p. 441], making 180 miles, divided thus : 32, 54, 30,
'3» 5'- The first day's ride was from Frederick to Hagerstown. Six miles
beyond there is Williamsport, where I struck the tow-path of the Chesapeake
and Ohio Canal, and rode up it 48 miles before nightfall. The third day
brought roe to the end of the tow-path at Cumberland, whence I took train
back to Harper's Ferry, and from there followed the tow-path down to its
other end at Washington. On the 1 5th of November I made my sixth trip
to Tarrytown, 42 miles; and on the 21st of December, the shortest day of the

30 TEN THOUSAND MILES ON A BICYCLE,

year, I took my last ride and one of my longest ones, 6oJ miles. My estimate
of new track traversed in 1881 is 750 miles, and of old track traversed in a
new direction, 210 miles, leaving about 1,000 miles to represent the repetitions
of the year.

My riding of 1882, as comprised between April 19 and November 29,
amounted to 1,827! miles, or an average of rather more than 33I miles for
each of 56 riding days. I celebrated May Day by a ride of 45 miles, from
Orange to Morristown and back, and three days later accomplished 41 miles,
including a ride from Orange to Little Falls, Pompton, and Paterson, which 1
afterwards extended to Hackensack, Ridgefieid, and Fort Lee. On the after-
noon of the loth I made the Tarrytown trip again, 42 miles ; and on the fore-
noon of the 26th rode up there, crossed the river to Nyack, and came down the
west side of the river, through Tappan and Englewood to Jersey City, 51 miles.
During the last three days of the month, I rode 75 miles in the streets and parks
of Chicago ; and on the first morning of summer began at Covington a tour
of 340 miles among the hills of Kentucky, finishing at Maysville on the 9tlL
The miles recorded on the successive days were as follows : 39, 61, 33, 43,
31, o, 52, 42, 39, — the blank record signifying the day devoted to visiting the
Mammoth Cave. The January Wheelman contained a detailed report of my
autumn tour of 400 miles, beginning at Utica on the 20th of September, and
extending through Trenton Falls, Syracuse, Canandaigua, Avon Springs.
Portage, the Genesee Valley, Hornellsville, and Corning, to Waverly (330
miles), and then Towanda, Pittson, Wilkesbarre, and Newark, where the end
was made October 12. In the interval of a quarter-year and more, which
elapsed between these two tours, there were only three days when I mounted
my wheel : I rode from Hartford to Cheshire, 28 miles, July 18, and next
day rode 25 more, in the region of New Haven and Branford; and on the
X 5th of September I rode 28 miles on Staten Island. On the 27th of Octo-
ber I made a round trip of 31 miles, from Philadelphia to a point beyond
Wayne. My next trial of a "new road" was made November 13, when I
went from Newark along Springfield avenue to Short Hills, Madison, and
Morristown and back, 44 miles.

My final tour of the year began November 21, when I rode from Harlem
Bridge to Bridgeport, 55^ miles. The next forenoon I rode to New Haven,
19 miles. The third day I proceeded through Cheshire to Hartford, 43 miles;
and the fourth, I finished at West Springfield, 31 miles. At 6 o'clock in the
morning of Wednesday, November 29, exactly three and a half years from the
day when I first mounted my wheel, I was warned that a new snow-storm had
just begun, and that if I intended to work off the last 23 miles needed to com-
plete the record of 6,000, I had best make a prompt beginning. I finished
my task in Springfield, at half-past ten o'clock, and then sought breakfast
with an appetite well-sharpened by a four hours' struggle through the blind-
ing snow. The air was cold enough to freeze my moustache into a solid lump,
and hence gave the snow no chance to grow damp and slippery. Thanks to

FOUR SEASONS ON A FORTY-^SIX. 31

the tight clutch kept by me on the handles, my wheel, though it had two or
three dangerous slips, never fell.

My new track, ih 1882, was 820 miles long, and my old track, ridden in a
new direction, was 180 miles, leaving 828 miles of repetitions. Combining
with these the similar estimates already given for the three previous seasons,
the following result appears: Of the 6,oco miles through which I have
pushed my 46-inch Columbia bicycle, " No. 234,*' 2,600 miles were on roads
that my wheel had never before traversed, and 620 miles were on roads that
it bad never before traversed in the same direction. In other words, I have
had 3,220 miles of practically ** new '* riding, as against 2,780 miles on paths
previously gone over. I believe there are quite a number of Americans who
have wheeled themselves 6,000 miles or more (though I have yet to be told of
one who has done that distance on a single machine) ; but to the best of my
knowledge I am the only man who has practiced bicycling on 2,600 distinct
miles of American roads. The period described has comprised 1,280 days,
and, as I have mounted the wheel on 228 of these, my " average ride " has
been a trifle less than 26)- miles. The average has constantly increased,
however, as is shown by comparing the figures of the four seasons in succes-
sion: 16J, 26J, 29i, 33J. The "days" and "miles" may be grouped to-
gether as follows: 1879, 47 ^^^ 74^; 1880, 58 and M74i; 1881, 67 and
1,956; 1882, 56 and 1,827^.

I have driven my wheel in the fifteen following States: Maine, New
Hampshire, Vermont, Massachusetts, Rhode Island, Connecticut, New York,
New Jersey, Pennsylvania, Maryland, Virginia, West Virginia, Kentucky,
Ohio, and Illinois ; and I have accompanied it on railroad trains in all but the
first-named State, and also in Delaware and Indiana. The miles we have
traveled together by trains are indicated by the numerals in the following
chronological list of our trips : West Brimfield to Worcester, 35 ; Newton to
Springfield, 91 ; Hartford to Springfield, 26; Chicopee to Northampton, 14;
Greenfield to Holyoke, 28; Bartow to Harlem, 8; Newport to Taunton, 34;
Brighton to Boston, 5; Boston to Springfield, 99; Springfield to Chicopee
and back, 7 ; Springfield to Hartford, 26; Meriden to New Haven, 18; River-
head to Yaphank, 15; Oneida to Canandaigua, 100; Canandaigua to Niagara,
105 ; Ashtabula to Erie, 41 ; Dunkirk to Binghamton, 245 ; Great Bend to
Port Jervis, 113; New York to Washington and back, 456; Tarrytown to
Poughkeepsie, 45; Poughkeepsie to New York, 73; Fall River to Boston, 49;
Rowley to Portsmouth, 26; Salem to Boston, 16; Smith's Ferry to North
Hatfield, 11 ; Bemardston to Hartford, 67; Hayden*s to Springfield, 17;
Smith's Ferry to North Hatfield, 11 ; Bellows Falls to Rutland, 53; Flushing
to Hunter's Point, 7 ; New York to Baltimore, 186 ; Baltimore to Frederick,
66; Cumberland to Harper's Ferry, 97; Washington to New York, 228;
Newark to New York, 7 ; New York to Washington and Chicago, 1,041 ;
Chicago to Cincinnati, 310 ; Williamstown to Sadieville, 19 ; Upton to Cave
City, 26; Cave City to Louisville, 85 ; Cheshire to New Haven, 15; Albany

32 TEN THOUSAND MILES ON A BICYCLE,

to Utica, 95 ; Oneida to Syracuse, 25 ; Wavcrly to Towanda, 18 ; Meshoppen
to Pittston, 38 ; Wilkesbarre to Newark, 172 j Newark to Philadelphia and
back, 162. •

In addition to the above indicated 4414 miles by rail, I have accompanied
my wheel 1,044 miles on steamboats, as follows: New York to Pleasant
Valley, 6; New York to New Haven, 75; Harlem, to Fulton ferry (twice),
15; New York to Newport, 160 ; New York to New London, 120; New Lon-
don to Greenport, 15; Battery to Vanderbilt's Landing, 10; Ne?r York to
Fall River, 175; Hulett*s Landing to Baldwin's and thence to Caldwell (I^ke
George), 40; Hudson to New York, 115; New York to Flushing, 15; New
York to Poughkeepsie, 75; Fulton ferry to Harlem, 8; Maysville to Cincin-
nati, 60; New Haven to New York, 75; Battery to Tompkinsville, 10; New
Brighton to Battery, 10; Harlem to Astoria and back, 6; Hoboken to Brook-
lyn, 3; Tarrytown to Nyack, 3; Fort Lee to Manhattanville (three times), 5;
Hunter's Point to Seventh street (twice), 5 ; Hoboken ferry, six times ; Wee-
hawken ferry, six times; Pavonia ferry, twice; Communipaw ferry, twice;
Jersey City ferry, twice; Wall street ferry, eighteen times; Fulton ferry, once;
Grand street ferry, once. These thirty-eight ferry passages probably amounted
to as many miles altogether.

Canal-boat rides of four miles on the Erie, and ten miles on the Chesa-
peake and Ohio may be added ; and row-boat transportation has been given
my wheel from Staten Island to Elizabethport, twice across the Mohawk at
Hoffman's Ferr}', once across the Connecticut at Thompsonville, and once
across the outlet of Lake Champlain at Chubb's Ferry, — perhaps three miles
in all. I have escorted it on horse-cars twice down the east side of the city,
from Fourteenth street to Wall, and once on the same route upwards ; five
times down the west side from Fifty-ninth street to the ferries at Liberty,
Chambers, Desbrosses, Canal, and Christopher streets respectively ; and once
from One Hundred and Eighteenth to Fifty-ninth,— a distance of perhaps 40
miles altogether. On three occasions T have ridden with it in a wagon, abcut
20 miles, and I suppose it has been similarly carried a similar distance when
I have not been in attendance. Its solitary tours, when caged in a crate and
packed like ordinary merchandise into freight or express car, have numbered
half-a-dozen and amounted to about 1,600 miles, as follows : Hartford to New
York and back, 220 ; New York to Springfield and back, 272 ; Hartford to
Schenectady, 140; Cincinnati to Hartford, 972.

Most of the distances by train have been given on the authority of the
railroad guides, but I have been obliged to " estimate " a few of them, and
have felt uncertain in one or two cases concerning the actual route chosen
between distant points which are connected by competing lines of quite
unequal lengths. Some of my steamboat distances have been guessed at from
my knowledge of the distances on shore. In no instance, however, have I
knowingly exaggerated, and I am sure that the sum of my estimates falls short
of, rather thAn exceeds, the actual, distance. I may also add here a word of

FOUR SEASONS ON A FORTY-SIX.

33

caution against the too literal acceptance of my cyclometer reports as repre-
senting the exact distance between the chief points that are named in a day's
run, as if the whole of it were included between them ; for, of course, the
figures in reality often cover many detours and much extra riding, which can-
not be specially explained in such a general summary.

The total distance which the record says I have been carried in com-
pany with my wheel (5,535 miles) lacks only 465 of the 6,000 miles which I
have personally pushed it; but the sum of the distances which I have traveled
on account of my wheel, when not with it, is also quite a respectable one.
My original journey to Boston to negotiate for its manufacture was 450 miles
long ; and other special rides may be named as follows : Cincinnati to New
York, 882 ; Springfield to Schenectady, 118; Syracuse to Canandaigua and
back, 150; Yaphank to Greenport and back, 75; Paterson to New York and
back, 32 ; Thompsonville to Springfield and back, 18 ; twenty rides between
New York and Orange or Newark, 160 ; fourteen rides on the elevated rail-
road between Washington- Square and Washington Heights (One Hundred
and Fifty-fifth street), 112; fifty-four rides on the same, to. or from One
Hundred and Fourth street, 270; eight rides on the same, to or from Harlem,
48; fifteen rides to or from Fulton street, 30. This makes a total of 2,335
miles, which the rides I have taken in horse-car and omnibus, on my wheel's
account, would readily raise to 2,400. The wheel itself is shown by the pres-
ent record to have traveled 13,160 miles, and I therefore am led to assume
that it has " seen a good deal more of America " than any other bicycle a-
going. My manuscript log, concerning its travels and adventures, occupies
152 pages, with an average contents of 200 words each ; and I hope to pre-
pare therefrom, for the March Wheelman^ some account of its mishaps, and of
the cost of repairing them. I may also offer then some considerations tend-
ing to show that my steadfast sticking to so small a wheel, while it is possible
for me to propel one which is half a foot higher, is not altogether due to the
sentimental consideration that " I was born in '46."

One more exhibition of "mileage statistics" and this present article
shall be ended. I have wheeled 40 miles in street parades : 14 at Newport,
4 at Boston, 13 at Chicago, and 9 at Philadelphia ; 52 miles in club runs : 22
at Washington (three runs), 12 at Poughkeepsie, 12 at Brooklyn, and 6 at
Brattleboro ; 80 miles with two or more chance associates : 40 from Taunton,
!6 from Boston, 33 from Poughkeepsie, 12 from Chicago, and 12 from Louis-
ville; and 205 miles with single companions, numbering a dozen altogether:
90 between Boston and Portsmouth, 20 between Utica and Trenton Falls, 27
in and about Washington, 25 about Dedham and Needham, 15 near Dansville,
8 at Orange, 4 at Frederick, 4 at Newport, 2 at Cayuga, 5 at Philadelphia, 3
at Brooklyn, and 2 in New York. If I add 50 miles to cover the distances
which friends have ridden beside me on horseback, or driven beside me in
carriages, or walked or rowed beside me, the total will be 460 miles, to repre-
sent that part of my riding which has been cheered by any other " company **
3

34

TEN THOUSAND MILES ON A BICYCLE.

than that of myself. All the rest of my 6,000 miles a-wheel-back has been
traveled alone I

The surprising part of this last-named circumstance, to me, is that people
should be so generally surprised at it. Men cannot, in the nature of things,
readily adapt their business affairs in such way as to make their holidays and
vacations coincide with those of other men ; and a peculiar charm of the bicy-
cle is its capacity for economizing every shred and atom of a man's leisure, —
for increasing his independence in respect to relaxation. Only in .exceptional
cases can extensive touring be successfully indulged in otherwise than as a
solitary amusement. What reasonable chance is there that, in a ride of say
400 mites, two men can get along comfortably together, unless they are very
intimate friends and of very equal wheeling capacities ? For my own part,
I have thus far failed to induce a single one of my old-time comrades to take
kindly to the wheel; and when I ask, "Where are the boys who bravely
bounced the bone-shakers with me along the New Haven sidewalks, in that
glad winter of '69 } " echo sadly answers : " Married and dead by the score I **
Hence, as I seem thus fated always to "go it alone," I naturally feel an
abiding enthusiasm for a pastime so perfectly adapted to my disposition and
" environment." Hence, too, I trust that Mr. Calverley will pardon me if I
thus parody one of his parodies in order to give rhythmic expression to my
enthusiasm : —

Others may praise the grand displays,

Where flash the wheels like tail of comet,—
The club-runs made on gala days, —

Far may I be at such times from it !
Though then the public may be " lost

In wonder " at a trifling cost.
Fanned by the breeze, to whirl at ease,

My faithf ud wheel is all I crave,
And if folks rave about the " seas

Of upturned faces," let them rave !
Your monster meets, I like not these ;

The lonely tour hath more to please.

VI.

COLUMBIA, NO. 234.^

•* Faithful are the wounds of a friend.** So runs the proverb, which I
must point to in explanation of my singular conduct in adhering loyally for
four seasons to the fortunes of " Number 234.** It is only an old-fashioned
Kttic 46-incher, with cone-bearings and big pedals. There is nothing about
its general appearance to hinder the casual examiner from sneering at it as
" no great shakes of a bicycle " ; but yet it gave me the greatest shake of my
lifetime, the very first day I mounted it, and it has since been pushed by me
over a greater stretch of American soil than any other wheel known to the rec-
ords of bicycling. Men of more massive physique than mine have had their
bones broken, and broken more thoroughly than mine were, by the kicking of
the steely steed ; men of longer purses than^mine have emptied them more lav-
ishly in the purchase of their mounts; but, to the best of my knowledge and
belief, I am the only American bicycler whose very first ride (completed in
less than a minute of time and covering less than a rod of space) cost so
great a sum of money as $234. Half of that amount was paid for the machine
itself, and the other half went to the surgical machinists, who successfully
mended my broken elbow ; but I do not think I ought to be branded as a mon-
ument of duplicity if, in my more weary and deceitful moments, when questioned
as to whether the" 234 " stamped on the cranks of my vehicle does not repre-
sent the number of dollars paid for the same, I use " Yes ** as my easiest
answer. It is evident, however, that no man— not even a man who earns his
livelihood by newspaper writing— can ever be rich enough to pay that rate
per minute for his fun, or that rate per rod for his traveling. Hence, in order
to "bring down the average " to a point where the expense of riding might
seem less absurdly disproportionate to my income, I have felt in duty bound
to drive « Number 234," and none other, until now, at the end of my fourth
season, I find that that original very costly rod of transportation on the 29th
of May, 1879, ^*s been expanded into more than 6,000 miles of riding, where-
of the average cost per rod has been ver}' slight. In order still further to
reduce this average I shall postpone all notion of buying a new wheel for at
least two seasons more, or until I have run the record of my old one up to
10,000 miles. Perhaps by that time I shall have become so firmly wedded to
my first love that nothing but death can separate us ; perhaps by that time all

iFrom The IVhetlman^ March, 1883, PP* 43a-436-

36 TEN THOUSAND MILES ON A BICYCLE,

the blandishments of '* the newer and better " will have no other effect than to
make me cry out defiantly, in the words of Puck's professional poet, —

" Nay ! TU ding to thee, old bicycle.
Till thy round red rubber tires
Pound to rags, and till to toothpicks
Split thy tremulous steel wires I "

The chief object of the present article, however, is to describe the manner
in which the tires, spokes, and other component parts of " Number 234," have
stood the pounding I have subjected them to in driving it 6,175 niiles, during
the four seasons past My tours, as outlined in last month's Wheelman^ have
extended into fifteen States and embraced 2,600 distinct miles of American
roads ; and I assume that no other bicycle than mine has yet made anything
like as extensive a trial of them ; but I may as well confess at the outset that,
though I am as regards ancestry a thoroughbred Yankee from Yankeeville,
I have somehow failed to inherit the aptitude and ingenuity popularly ac-
credited to the race in respect to things mechanical.

To me such things are an abiding and oppressive mystery; to me the
comparisons of " points," and the discussions about minute details of manu-
facture are apt to be wearisome, if not incomprehensible ; to me a bicycle is
a bicycle, and I am so much please'd at contemplating the superiority of this
sort of vehicle over other vehicles, that I have no disposition to examine into
the possible superiority of one variety of it over another variety. Hence, in
spite of my great experience as a road-rider, my opinion as to the mechanical
merits of " Number 234 " cannot properly be considered that of an expert;
cannot properly be accepted as decisive, or even weighty. I certainly think
that my wheel is a very good one, and I certainly think that the story I
have to tell about the way it has stood the strain put upon it is a story which
ought to convince the most sceptical that " the bicycle is not an expensive
and easily-spoiled toy, but rather a cheap and durable carriage for general
usage on the road." At the same time, if I had chanced to purchase some
other make than a Columbia, I presume that I should have stuck to it just as
persistently, and given it just as thorough a trial ; and, for aught I know or sus-
pect, the result might have been just as satisfactor>-, or even more satisfac-
tory. In other words, my facts are presented for what they are worth, in
showing how the bicycle in general resists hard usage. They are not pre-
sented to show that one particular make is better than all others, or that my
own individual "Number 234 " is the best of all.

I had ridden 234 miles, on twenty different days, during which my ma-
chine had had a good many tumbles, before I asked any one to adjust its
bearings, or otherwise repair it. Happening, then, to be at the Popes* office,
in Boston, I indulged in 75 cents* worth of improvements, which included
straightening the cranks, and cementing the loosened end of the splice of the
small tire. As spectators always kindly drew my attention to this "cut," by

COLUMBIA, NO. 234. 37

poking it with their car.es or fingers, the end soon worked loose again, and
remained so until I secured new tires, a year later, though it never caused
me any real trouble. Thirty-three more rides, and 673 more miles of riding,
brought me to the meet at Newport, with pedals and bearings all so loose and
rattling as to exdte the surprise and pity of the first experienced riders I got
into conversation with. They quickly " tightened me up," and instructed me
how to adjust the various cones and cams ; but until this time I believe I had
never meddled with a single nut .or screw belonging to my bicycle, except in
moving back the saddle. At Stratford, on the previous November, however,
I helped a blacksmith pull into shape a very badly bent crank (at the same
time, as I suspect, pulling the axle a trifle out of shape) ; and, on returning
from the Newport meet, my handle-bar got a severe twist, which my compan-
ions were able promptly to rectify. Perhaps, though, it was a result of this
twist that, on the occasion of the next severe fall, at Washington, nine months
later, with 1,350 more miles on my record, the right handle broke square off,
and a new bar had to be secured. The part of my machine which first broke,
however, was the spring, which cracked in two on the 23d of August, 1880
(when my record of miles was 1,480, and my number of riding days was eighty-
two), though the fracture did not loosen the saddle or prevent my wheeling
homeward in safety. In fact, though the jarring and jolting seemed rather
greater than usual, I probably should not have detected the crack in the
spring at all had I not uncovered it in preparing to attach, for trial, a new
"suspension saddle." I had bought this, not because my old block-mounted
saddle was a bad fit, or in . any way uncomfortablCi but because I had read
and heard so much about the superiority of this new variety, that I thought,
being on the eve of departure on a tour of 500 miles, that I *' must have the
best." As the breaking of the spring prevented this preliminary trial of the
new saddle, I tried it, for the first time, when I began my tour, and discovered
before riding ten miles that it was far less comfortable than the old one.
Nevertheless, I had to ride it xoo miles further, before I could get back the
old one, which I immediately ordered sent to me ; and I have made no other
attempts at change. As that original saddle is now completely worn out at
the edges, however, I propose to begin my fifth season with a new one of the
"long-distance" variety.

I sent the machine to its birthplace in Hartford to have the broken
spring replaced ; and, as the pedals had become unduly worn, because of my
using them for the first 900 miles without making any adjustment, I had them
replaced by new ones ; and I also ordered new tires, because, though they had
always stuck tight to the rims, and were not perceptibly worn, the front one
had received a deep cut straight across it, and I did not wish, at the outset of
a long journey, to take the chance of its coming completely apart. For these
renewals, and a general tightening up of the parts, I paid $15; and at the
same place, three months before, I had paid $1.80 for other small repairs,
which included new oil-cups and new cones for the rear axle. I may as well

m

38 TEN THOUSAND MILES ON A BICYCLE.

say here that I have driven my second set of tires 4,700 miles, and that I
think at least another 1,000 miles will be required to really " pound them to
rags." The splice in the big tire worked loose in this second set, just as the
splice in the little one worked loose in the first, though not until I had driven
it some 2,500 miles, or more than ten times as far as in the first case. After
two or three unsatisfactory experiments with cement, I had the loose end of
the splice sewed down with fine wire ; and this improvement lasted for 500
miles, or until the tip of the splice broke off. Then, at Chicago, I had a part of
the tire turned, so as to bring the good part of the splice outside. Three days
later, with another 100 miles on my record, a wheelman in Kentucky drew at-
tention to the looseness of another section of my tire, and kindly cemented
it on for me. At the end of my Kentucky trip, when I had run 3,400 miles on
this set of tires, I had them taken off and turned, so that my last 1,300 miles
on them have been run with the original rim-sides outward. In saying this,
I assume that when the tires were taken off, in January, 1881 (after 780 mDes'
service), in order to allow the rims to be nickeled, they were replaced as they
stood originally. It appears from this statement, which is an exhaustive one,
down to the very smallest facts of the case, that in all my thousands of miles
of touring I have never had any serious trouble with my tires. They have never
dropped off, or even worked loose to such a degree as to interfere at all with
my riding, and I have never, personally, doctored them with a bit of cement.
The first serious break in my machine occurred on the 20th of January,
1881, when I was making my first trial of it in the snow, among the sleigh-
riders on Sixth Avenue, above Central Park, — the record then being 2,222
miles. The air was not particularly cold or frosty, the riding was reasonably
smooth, and I had not been subjected to any serious jolts ; but somehow, as I
was jogging along a perfectly level stretch of the roadway, at a tolerably brisk
pace; the front wheel gave a sudden lurch forward, and I found myself stand-
ing upright and still holding upright the front half of the machine, while the
backbone and rear wheel lay prostrate in the snow. The upright part, which
I think is called the neck, had broken off in the thread of the screw, just
below the lock-nut. I paid a New York agency $5 to have it welded together
again, and $20 more to have the whole machine newly nickeled in every part.
Deep grief had oppressed me from the very outset of its career, because,
though the contract said "full nickeled." the rims were painted. Hence,
when I next met my replated " Number 234," and saw how bravely it glis-
tened along the rims, my joy was great. But disgust quickly followed when
I observed that, in the process of polishing the same, the spokes, at the
points of juncture, had been cut nearly half through. My fear that after this
weakening they would snap at the first severe strain has not been justified by
actual trial, for only two of them have ever broken. One spoke in the rear
wheel broke at the time of a severe fall, May i, 1882, at Bloomfield, when the
record stood at 4,285 miles ; one spoke in the front wheel broke on a smooth
"^path, at Chicopee, Dec. 30, 1882, when the record had reached 6,140 miles.

COLUMBim, NO. 234. 39

Both these wires snapped at the points where they had been cut in polishing.
I may add here, that none of my spokes have ever got loose enough to rattle,
and that I have never had any of them tightened except when visiting a ma-
chine-shop for more important repairs. On a very few occasions I have
screwed up some loosened lock-nuts, without affecting the spokes or nipples,
and once, when a nipple broke off without loosening the wire, I pegged it in
place to prevent rattling. The Jittle bar, or rivet, which attaches the joint of
the spring to the cylindrical plate sliding along the backbone, rattled out once,
in September, 1880, when I was touring in Western New York; but a postal
card sent to the manufactory caused a new rivet to reach me within three days,
and a nail served as a satisfactory substitute during that interval.

" Number 234 " was disabled for the second time on the 8th of June, 1881,
when 2,993 miles had been traversed. As I dismounted for dinner at the
hotel in Bemardston, after riding twenty miles, whereof the last three or four
had been made without stop, a lounger drew my attention to an appearance
of *• something wrong " under the saddle ; and I then discovered that the un-
der side of the shell of the backbone had cracked open, at a distance of about
six inches from the head, though the solid metal beneath prevented a com-
plete break. I did not venture another mount, however, but trundled the
cripple to the adjoining railroad station, and, next day, to the manufactory in
Hartford. A new backbone was now put in, of somewhat different shape
from the original, and the step was attached to it by two short screws, instead
of by the old device of a bolt and nut The change did not commend itself
to my approval, however, for in touring along the tow-path of the Chesapeake
and Ohio Canal, four months later, the screws, after about 900 miles' service,
persisted in working loose, until I lost one of them. Then I carefully bound
cloth around the step to prevent the other one from rattling out. But it did
drop out, and I felt desperate, for I could not mount again without a screw
to fasten the step on with, and I was "forty miles from any town." As I
knew the loss had happened within a quarter of a mile, however, I scoured
the tow-path for that distance, until, at last, I was rewarded by the glisten of
the little speck of nickel in the sand,— though its recovery would seem hardly
more likely, on general principles, than that of the traditional needle in the
hay-mow. My second set of step-screws have not yet shown any signs of
looseness in traveling some 2,200 miles. The screw at the top of my handle-
bar broke off, however, last November, and I think that both it and the screw
at the side of the same bar were put in as substitutes for the original ones,
which were loose.

The third great calamity to my bicycle happened just a year after the
second one, and was in character a repetition of the first. On the 9th of Jone,
1882, as I was just about finishing a ride of 340 miles among the hills of Ken-
tucky,—being some two miles from Maysville, on the Ohio river, where I
intended to cross into the State of that name, and journey throi^h it for
another week, or until I reached Lake Erie, — I noticed an unaccoantable

40 TEN THOUSAND AALES ON A BICYCLE.

stiffening of the mechanism, which " refused to obey the helm." Careful ex-
amination finally showed me that the neck had been cracked through just
below the lock-nut, though the adjustment was so tight that the parts did not
fall away from each other, as in the similar break of January 20, 188 1. It
will be remembered that the neck then had a record of 2,222 miles ; and be-
tween that break and this second one the record was 2,650 miles. I am told
that the manufacturers, being convinced that this screw-threading on the neck
is necessarily a source of weakness, long ago abandoned the production of
necks of that pattern; but, as they attempted the introduction of no new
device in welding " 234*3 " together again, I supi>ose that, at some point
between the 2,000th and 3,000th mile after this second mending, I may rea-
sonably expect that the nftck will break a third time, I can only hope, in
such case, that my own neck may not get broken too I At the same time with
this second mending of the neck, new bearings were attached to the fork, and
it, together with the backbone, was newly nickeled. The lower bearings of
the front wheel were also renewed ; a new axle, new hubs, and new cranks
were added thereto, and a new axle and new cones to the rear wheel ; a filling
was ingeniously inserted to reduce the size of the socket in which the pivot of
the neck had been playing for 4^72 miles ; and a special side-spring was
attached to hold up the brake, as a substitute for the unsatisfactory rubber-
bands previously employed. I may here add that considerable anno3rance had
been given me, at one time or another, by the jarring out of the brake^crews,
and on the occasion of a certain tumble the loosened brake itself got knocked
out ; but for the last 1,300 miles the brake-screws have kept perfectly tight.

I think that the first time one of my cranks worked loose was on the 5th
of August, 1881 (record, 3,000 miles), as a result of letting the machine fall
heavily, and then letting myself fall heavily upon it. A few blows of the
hammer put the crank right again, and the trouble has never been renewed.
That same date was, I believe, the last of three or four occasions on wliich I
have caused the two wheels to ** interfere " ; and my remedy in such cases
has been to pull the backbone away from the fork by main strength, which
strength some friendly spectator has helped me to apply. Less than 900 miles
of riding sufficed to wear loose the second set of bearings on my front wheel,
and I learned, at the manufactory, that the " shoulders " of the concave cones
needed to be filed down in order to have them " take hold " again, in obedi-
ence to the tightening of the cams. I know, too, from my experience with
the first set of bearings, that after there has been much filing, the cams them-
selves will fail to " take hold " unless little braces of iron are inserted be-
tween them and the cones. I paid a Yonkers blacksmith half a dollar for a
half-hour's work in making me a rude pair of such braces, in August, 1880,
when my record was 1,450 miles. I believe my record was 5,580 miles before
I broke my first cam-bolt, by screwing it up too tightly, though I twisted off
the head of a second one within less than 400 miles afterwards. Thus the
pair of extra bolts I had carried so long were utilized at last.

#
COLUMBIA, NO. 234. 41

A summary of the parts renewed, as described in the foregoing history of
" Number 234," includes handle-bar, spring, backbone, step, pedals, cranks,
hubs, axles and cones of both wheels, tires, bearings of fork, neck and socket
of neck-pivot, oil-cups, spring-bolt, pair of cam-bolts, cam-braces, screws of
step and brake, one long spoke and one short spoke. The total cost of these
repairs was $43.65, to which should be added |20 for nickel-plating. The Mc-
Kee & Harrington suspension saddle, which proved useless, cost $3.50;
Pope c>clometer, $7 ; handy English tool-bag, $3 ; Larason's luggage-carriers,
$1.50; oil, $1.25; padlock and chain, pair of pocket oil-cans, monkey-wrench,
three drinking-cups, rubber money-pouches, rubber cloth and bands, cement,
sheet and chamois skins, cost altogether $5.25, making a total for "extras'*
of $21.50.

As regards the great subject of " clothes," the bicycle seems to me a most
admirable instrument for getting the final service out of garments which have
passed their first youth, and which, except for it, would be laid aside until
sufficiently moth-eaten and antiquated to deserve " giving away to the poor."
It is a sort of wheel which grinds up with equal relish the black doeskin
trousers of the winter ball-room and the white-flannels of the summer hotel
piazza,— concealing with equal charity the champagne stains of the one and
the ice-cream smears of the other. I find, however, that, in addition to the
numerous suits of " old clothes " which I have reduced to rags in the saddle,
I have expended for distinctively bicycling habiliments the sum of $66, as
follows: riding costume (green velveteen jacket, hat and cap, corduroy
breeches and silk stockings), $29.50 ; seven white flannel shirts, $22.50 ; two
pairs of white flannel knee-breeches, $6.50; six pairs of riding gloves, $5.50.

The cost of transporting the machine in its crate for 1,600 miles, on a
half-dozen different occasions, has been $7.38. The fees given to baggage-
men, with whom I and my wheel have ridden 5,535 miles, together with a few
tolls and minor taxes, have amounted to $9. Express charges on baggage
while touring have reached a similar sum ; and I have paid $3 for rent of
hired machines, and as much more for entrance tickets to races and the like.
The sum total of all these figures is $181.53, which represents the direct cost
of my four seasons' sport, in addition to the $234 paid for my first mount on
" Number 234." I explained in the previous chapter how I had been carried
with my wheel 4»474 miles on land, i,c6i miles on water ; and that the dis-
tances I have traveled on account of it when not with it amount to 2,000
miles, mostly on land. If three cents be adopted as the probable average
price paid per mile for the transportation of myself through this entire dis-
Unce of 7f535 miles, the sum of $226 is obtained as the indirect expenses of
indulging in 6,175 miles of bicycling. That assumed " mileage " may be a lit-
tle in advance of the true one, but as the cost of my personal subsistence
while traveling must needs have been somewhat in advance of what its cost
would have been had I stayed at home, the sum specified as a probable esti-
mate of " indirect expenses " certainly cannot be greater than the true one.

42 TEN THOUSAND MILES ON A BICYCLE.

A combination of all these figures shows $641 expended during four years in
traveling 13,710 miles. Of this exhibit I will simply say that I only wish I
could always be sure of getting as much fun for my money ; for no economist,
in counting up the cost of his pleasuring, was ever better satisfied with the
result than I am now, — unless, perhaps, I except the Arkansaw Traveler.

^ When I began my fifth season of wheeling, on the 17th of April, 1S83, t»y
starting on a three days' tour from Hartford to New York, I little anticipated
that the old wheel, whose history during 6,000 miles of touring had been de-
tailed by me in the March Wheelman^ was destined to travel almost 4,000
miles within a twelvemonth. I had no possible idea that before the year
was out I should drive it along more than 1,000 miles of "American " road-
way protected by the British flag (in Canada, New Brunswick, Nova Scotia,
Prince Edward Island, Cape Breton and Bermuda); should push it across
the borders of a dozen States of the Union (Maine, Massachusetts, Rhode
Island, Connecticut, Michigan, New York, New Jersey, Pennsylvania, Mary-
land, West Virginia and Virginia); and should force its ragged tires to mark
a continuous straightaway trail on the surface of the earth for 1,400 miles.

Having done all these things, however, it seems proper that I should
tell the story of how the venerable mechanism stood the strain thus put upon
it, and of what its condition was on the very last day of its life as an active
roadster. That day was the 14th of April, 1884 ; for when I then, at half-past
five o'clock in the afternoon, dismounted at the doorway of the establish-
ment where " Number 234 " first came into being, I was given the assurance
that mortal man should never mount it more, but that, on the other hand, it
should itself be allowed to mount a pedestal, and repose there forever as a
relic — the object of homage and reverence from all good wheelmen who may
be privileged to gaze upon its historic outlines. Its total record of miles,
when I unscrewed from its axle the Pope cyclometer which had counted
most of them for me, was 10,082 ; but the' peculiarity of the record consists
not so much in the fact that the distance considerably exceeds that recorded
by any other wheel in America, as in the fact that the riding extended along
5,000 separate miles of roadway, situated in twenty-three different States and
Provinces. Other Americans who have ridden 10,000 miles (and one who
has ridden 1 5,000) have each made use of three or four diiTerent bicycles, and
have failed to traverse as much as 500 separate miles of road.

The round trip of 60 miles which I made on the i6th of August, going
from West Springfield to Hartford on the west side of the river and returning
on the east side, was chiefly for the sake of having the cones of front axle
filed and refitted, after 1,132 miles of usage since April, and a new brake

iThe remainder of this chapter was printed in The Sfnringfield WheelmttCs Gazette , April,
1884, pp. 2, 3, 4, with the title : " The Last Days of ' No. 234'."

COLUMBIA, NO. 234. 43

added, as the original spoon was pretty well worn out. On the return trip,
in the dusk of evening, the spreading roots of a tree on a certain sidewalk.
produced a severe fall, which caused the wheels to overlap one another, until
palled apart by main strength. As a sequel to this pulling process there
appeared next day a very slight crack on the upper side of the backbone, six
or seven inches from the head. A ride of five miles on a smooth road did
not perceptibly increase the crack, however, and I began to hope that no
serious break was betokened, until my first sudden stoppage in a sand-rut
proved the hope to be a vain one. After that, the crack broadened and the
overlapping increased at every dismount, until at last the rear wheel entirely
refused to trail behind its leader. Nothing was left for me, therefore, but to
send the machine back to Hartford for a new backbone ; and I improved the
occasion to order a new steering-head with it, for the old head (of a pattern
no longer used) had been jarred very nearly to the breaking point — ^judging
by the number of miles that had been required to cause fracture on the two
previous occasions. The first break in the backbone itself happened on the
under side thereof, two years before, when I had ridden 2,993 miles ; and,
after its repair, I rode 4,392 miles before the appearance of this second break,
on the upper side. The record of the new backbone, when I took my final
ride with it, was 2,697 miles. As the insertion of the new head required the
fork to be heated, a new coat of nickel was then applied to the same. The
new head also required that the spring, whose end was attached to a clip,
sliding on the backbone, should be replaced by one of modern design.

A village blacksmith in Canada supplied my next demand for repairs, on
the 15th of October, by welding together the handle-bar, which snapped off
sqaare at the right side of the fork, as a result of my letting the wheel plunge
down a grassy slope and strike the handle upon a stone. Four days later,
another blacksmith fitted some iron plates or washers behind the bearing-
boxes, for the shoulders of these had been filed down so far, to offset the
wear of the upper bearings, that the cams would no longer hold. Further
filings, in the course of the next week's journey, almost obliterated the
"coned " character of the boxes and reduced them nearly to the condition of
fiat pieces of metal ; so that at Cazenovia, 1,488 miles from the time of the
repairs at Hartford, I was forced to make my first experiment with rawhide
as a material for bearings. This substance becomes pliable after several hours'
soaking in water, and strips of it can then be fitted between the upper side
of the axle and the ends of the fork, to compensate for the wear of the coned
surfaces. When dry, the rawhide is about as durable and unyielding as steel ;
but, as I took a ride of eight miles within a few hours after applying it to the
axle, and continued my journey early the next morning, the strips gradually
worked out of their places and protruded from the sides, where they attracted
enough moisture, in an all-day's ride through the rain, to still further impair
their usefulness. After 215 miles' usage, therefore, I replaced them with new
strips ; and, though I waited only twelve hours for these to harden, they kept

44 TEN THOUSAND MILES ON A BICYCLE,

in position and rendered good senncc without further attention for the re*
jnaining 994 miles of my record. I doubt if 1 should have been able to finish
this without new cones on the fork, unless I had resorted to the rawhide.
Such resort, however, I do not venture to recommend except for bearings
which are very badly worn ; and I should say that at least twenty-four hours
ought to be allowed for hardening, after the damp strips have been applied
to the axle. I may add that rawhide is an article not readily procurable, for
I learned that in the whole of Syracuse, which is a city of 60,000 people, there
was only one place (a trunk-maker's) where it could be obtained.

The tow-path of the Delaware and Hudson Canal, a few miles from
Honesdale, was the scene of the worst mishap that ever befell ** Number
234," and its escape from complete destruction then will always seem to me
like a miracle. A pair of mules, standing on the outer side of the path,
appeared to have their attention so entirely absorbed by the feed-baskets
wherein their noses were plunged, that I presumed they would not notice my
approach from behind, and I accordingly ventured to ride across the tug-rope
connecting them with the boat. No sooner had I done this than some evil
impulse led the brutes to pause in their repast and take a contemplative g2ue
at the surrounding scenery. I dismounted at the moment when I saw them
turn their heads ; but, in the self-same instant of time, they gave a tremen-
dous jump forward ; the rope parted under the sudden strain, the flying end
thereof, glancing from my back, whipped itself into a knot around the right
handle of my bicycle, and, quicker than I could say " Jack Robinson," the
beloved form of " Number 234 " was receding into the distance,, as fast as a
pair of runaway mules could bang it along the stones of the tow-path. They
were excited enough to have willingly helped it " beat the record " by
dragging it "without stop for a hundred miles," or until they reached the
Hudson River ; but a lock-house chanced to intervene at the distance of an
eighth of a mile, and the keeper thereof rushed out and brought their mad
race to an end. Just about as he seized hold of them, the front wheel came
against the plankihg of a bridge with a tremendous thump ; but I was so far
in the rear that I could not see whether this helped to cause the stoppage ;
and I wa?? 9,f\ excited and distressed, when I rushed up to view the mangled
remains of ihe wreck, that I cannot remember whether the jar of the collision
sufficed to release the knotted rope from the handle. I only recall that the
machine w;is lying quietly there on the bridge, and that the lock-tender, a few
rods beyond, was driving away the morning mist by the warmth of his curs-
ings at the mules.

" I am older than some sorrows," — ^for no traveler on Life's highway ever
gets past its half-way stone, which marks the beginning of the down-grade
leading towards the place called Seventy, without having experiences that
cause him to grieve; — ^but I cannot recollect another moment of my existence
when 1 felt 30 thoroughly, intensely, desperately "sick," as that moment on
the low* path, out in the wilds of Pennsylvania, when " Number 234 " was

COLUMBIA, NO. 234. 45

whisked out of my hands, like an object in the *' transformation scene '' of a
pantominie. With its destruction, which seemed inevitable, many of my
cherished hopes and plans would fall in a common ruin. I should never
again be likely to have a continuous trail extending for 900 miles behind me,
andt simultaneously, a fairly good road of 500 miles stretching straightaway
before me. I could never again reasonably expect to ** beat the record " of
coned-bearing machines, or to win the right of putting together a book called
*• Ten Thousand Miles on a Bicycle " I The thought of my own reckless
folly, in bringing about the disaster, filled my soul with bitterness, as I
hurried dolefully along after the runaways. Other greater afflictions I had
endured cheerfully as inexorable decrees of Fate, for which I was not respon-
sible ; but here was a calamity which I had definitely and deservedly brought
upon myself. So absorbing was my exasperation on this score that the
thought of my own personal peril in the case did not occur to me till later in
the day. The driver of the boat appreciated it, however, and his pleasure at
seeing me escape with my life was great enough to prevent his getting angry
with me for the trouble which my mishap caused him. Had not his tow-line
been an old and weak one, which gave way at the first jerk, I myself should
necessarily have been pitched into the canal, and if the bicycle had been
thrown in on top of me, or if I had come into contact with the boat while
under water, I should probably have been killed. On the other hand, if the
flying end of the severed rope had chanced to bind my arm to the bicycle, in-
stead of simply knotting around the handle, I should have had my own broken
bones to bewail, instead of "Number 234 's/' as the mules careered along.

And now I come to the miracle in the case, for not a single part of the
machine was really broken! Though bent and cracked and scratched and
badly demoralized in its several parts, my beloved bicycle had survived this
crucial test, — ^had maintained its integrity as a whole, and was still ridable I
The handle-bar was doubled back, and, when I bent it into its place again, it
cracked where the splice had recently been made, and soon broke off entirely.
I therefore steered with a wagon-spoke for the next eight miles, until I
reached a blacksmith shop where I could get the bar rewelded. The crank
and pedal-pin on the right side were considerably bent, and the axle was de-
flected from a true line, while the rim was bent and cracked at the point
where it struck the bridge, and two or three of the adjacent spokes were
thereby loosened and made useless. One of them broke off a few days later,
and I gave it for a keepsake to a rider in Carlisle. The iron plate of the
long-distance saddle — with which I began the season of '83, and which served
me satisfactorily to the last — ^was cracked in two places, so that it never after-
wards could be screwed with perfect firmness to the spring. One end of the
wire of my Lamson luggage-carrier was also twisted off, but the carrier, like
the saddle, I nevertheless kept in service until the very last day of the record.
That my heavy roll of luggage was not shaken apart and scattered along the
path, seemed by no means the least remarkable incident of the runaway.

46 TEN THOUSAND MILES ON A BICYCLE,

At Port Jervis, on the day following, I met the new handle-bar, which I
ordered at the time of the first breakage in Canada, and it stood by me to the
end, without further accident. The old bar I gave to a local wheelman who
befriended me, and who said he would religiously preserve it as a relic of
" the first American tour of a thousand miles straightaway," — ^for I completed
that distance at four o'clock in the afternoon of the day when the old bar
(whose entire record was 6,798 miles) served for the last time as my tiller.
The town of Staunton, in Virginia, where my monumental ride was com-
pleted, on the 22d of November, marks the end of the macadamized roadway
which stretches through the Shenandoah Valley, and is continuously ridable
from Greencastle, the border town of Pennsylvania, a distance of 1 50 miles.
As a muddy clay of indescribable tenacity was prohibitory of progress beyond
Staunton, I abandoned all idea of pushing on to the Natural Bridge, and de-
cided to wheel back down the valley, and so home to New York. But the
bulge in the rim, resulting from the accident with the mules, was sufifidently
pronounced to give mc a definite jolt at each revolution of the wheel during
the 463 miles subsequently traversed in reaching the goal ; and I thought that,
before beginning the return journey, I might perhaps remedy the matter a
little by " tightening up the spokes." It was my first experience of the sort,
and it proved quite effectual, — ^though not in the manner intended. When I
had completed the tightening process, I found the rim was so badly twisted
that it would not revolve in the fork at all ; and my later efforts to " un-
buckle " it were quite in vain, though I snapped another spoke in making
them.

" Number 234 " was thus at last entirely disabled, — having survived the at-
tack of the mules only to fall a victim to my own mechanical awkwardness. A
man from a carriage shop, who was recommended to me as the most skilful
mechanic in town, said he would not even undertake the task of straightening
the wheel for less than five dollars, and that he would not agree to finish the
task for any possible sum. I knew indeed that no one outside of Hartford
would have the patience to really put it to rights again, and I am told that the
expert machinist who there did in fact take it in charge had a sad and solemn
time in bringing it once more into ridable shape. I drove it from Hartford
to New York in the early part of December, and, at the close of the month,
rode a hundred miles, on the snow and ice, in the region around Springfield,
without having a fall. I expected then to do no more touring with it, but to
run off the few remaining miles needed for a " record " in short spins of an
hour or two at a time ; yet when next I set eyes on the wheel, on the 6th
of March, it was in the hold of a steamer starting on a 700-mile voyage for
Bermuda. Before I had been there twenty-four hours, the sudden turning of
a team in front of me forced me to make a quick backward dismount, and
then fall forward with my full weight on the fallen machine. The result of
this was such a severe bend or crack in the right end of the axle that a com-
pensating bend had to be made in the crank before the wheel would revolve.

COLUMBIA, NO. 234. 47

On the following day the little tire worked loose, for the first time in its his-
tory ; and, for the first time in my experience, I made use of cement in re-set-
ting it. I was obliged to ride ten miles before reaching the cement, however,
and as the tire had been literally worn to shreds, and as my supply of string
was rather limited, the tattered india-rubber would occasionally bulge out
from the rim far enough to strike the fork, and thus call my attention to its
sad condition. In the large tire, also, an indentation, at the point where the
two ends had been worn away, caused a definite jar at each revolution of the
wheel during its last 600 miles. The tires were both applied in August, 1880,
and made a total record of 8»6oo miles. The splice in the little one never
gave any signs of coming apart ; whereas the ends of the big tire had to be
many times sewed together and glued down, until quite a deep indentation
was made. Cement was applied on several occasions when general repairs
were in progress ; but, with the one exception noted, neither of the tires ever
gave me any trouble by working loose on the road, or forced me to personally ■
apply the cement. The little one was finally worn down nearly to the rim.

The coned pedals which I pushed for the first 1,480 miles, in 1879-80,
were brought into service again for my straightaway tour of 1,422 miles and
the subsequent ride from Hartford to New York ; after which I presented
them to Mr. Canary, the professional trick-rider, as a " long-distance " me-
mento. The exactly similar pedals which I used on ** the last day," and so
left attached to the machine, therefore have a record of 7,062 miles. I
have been told by an authority on such matters that one of the most notable
things in the history of " Number 234 " is the fact that such great distances
were traversed without any breakage of pedal-pins; and, considering the
rough usage and great strains which they endured, it does appear to me rather
remarkable. 0!d age did not seem to impair the accuracy of my Pope cyclom-
eter, for, in riding to Coney Island, on the 24th of March, when I crossed the
Brooklyn Bridge for the first time, I tested it at each of the ten half-mile
stones on the Boulevard, and found it did not vary more than a sixteenth of
a mile for the whole distance.

It had been my intention that, when its 10,000 miles were finished, the
old machine should be " rebuilt," with the latest improvements. I designed
to have new bearings, cranks, pedals, tires, axle, fork, brake, saddle, handle-
bar, and handles, — the original rims and wires of 1879 and the backbone,
head and spring of 1883 being retained as a basis for the ** reconstruction."
When, however, the rim in whose rigidity my long experience had given me
entire confidence, was spoiled by the runaway mules, I submitted to destiny
and decided to accept a new machine. The Expert Columbia bicycle, on the
left side o£ whose fork may be seen the inscription " Number 234, Jr.," is a
close copy of the old original, as regards size and finish ; but the makers
assure me that it will be happily different from it in having much less " his-
tory" for me to record. My experience, in having thoroughly worn out a
bicycle of the earlier pattern, will at all events qualify me to appreciate the

48 TEN THOUSAND MILES ON A BICYCLE.

•

'* improvements ^ that have come into vogue during recent years, and to in-
telligently compare the new with the old, — in regard to durability as well as
in regard to personal comfort. I trust, too, that the new Forty-Six may have
the power of the old one for inspiring my friend, the Small Boy, to enliven its
pathway with outbursts of wit and humor. Had I elected to ride a 52-incher,
I never more could hope to hear myself designated as " the big man on the lit-
tle bicycle." On the morning of my very last day with " Number 234 " — ^when
I heard the children cry : " Oh, see the little bicycle I It's a new one ! All
silver I" — I felt amply repaid for my years of industrious polishing on the
nickel plate. But the most amusing comment was reserved for the afternoon.
Within a half-mile of the place where I made my final dismount, the happy
captor of " the first snake of spring '' ceased for an instant to pull the cord
which was dragging the wriggling reptile along the walk ; and then he shouted
after me : " There goes a greenhorn I " And that was the very last word.

Addendum, April 14, 1885. — Pilgrims to the metropolis, who may cr«ve the privflege of
humbly laying their wreaths of laurel and holm-oak upon the venerated head of the subject of
this chapter, will find " Number 234 " standing in state, in the show-window of the Pope
Manufacturing Company's city office and salesroom, at No. 12 Warren st. This is a few rods
west of Broadway, opposite the little park which contains the City Hall and the Court House ;
and the central position of the park may be still further impressed upon the stranger's mind by
the fact that the stately Post Office Building forms its southern boundary, while the entrance to
the great Brooklyn Bridge is upon its eastern side. At the doorway of the salesroom, surmount-
ing a heap of immortelles (to which are attached the visiting-cards of America's greatest warriors,
statesmen and poets), the explorer will observe a placard, bearing the following legend :

"* Columbia, No. 234.' This machine, which was mounted for the first time by Kari
Kron, on the 29th of May, 1879, h^ l^^o driven by him a distance of 10,082 miles, as measured
by Pope cyclometer, his final ride having been taken on the 14th of April, 1S84. In making
this record, upwards of 5,000 distinct miles of American roadway have been traversed, including
1,100 miles in the British Possessions. Exact descriptions of these roads will be published in
' Ten Thousand Miles on a Bicycle.' The record of miles for each of the five years was as fol-
lows : 1879, fi"^* y«"> 74* miles; 1880, second year, 1,474 miles ; 1881, third year, 1,956 miles;
1882, fourth year, 2,002 miles; 1883, fifth year, 3,534 miles. During the final twelve months,
ending with the 14th of April, 1884, the record was 3,840 miles. On the ixth of October, 1883,
when the machine had a total record of 8,228 miles, it made a day's record of 100 miles straighta-
way through Canada, and on the day after its 10,000 miles' record was completed, it was ridden
from Stamford to Cheshire, Conn. (55 miles of hilly and sandy roads), within a period of twelve
hours. The present tires were applied to the rims in August, 1880, and have traversed
8,6oS miles in 23 different States and Provinces, without once coming loose while on the road.
Between the 8th of October and the aad of November, 1883 (embracing 36 days of actual riding,
during the first 14 of which 635 miles were traversed in Canada, ending at Ogdensburg), this
bicycle was driven from Detroit, Mich., to Staunton, Va., making a continuoiu straightaway
trail of 1,400 miles, equivalent to one-eighteenth of the entire circumference of the globe. This
IS by far the longest continuous trail yet reported of a bicycle in any part of the worid, and the
tires which made it had traversed 6,600 miles before beginning the journey."

At the very time when the above statement was put in type, however, the tires of another
Columbia bicycle were tracing upon the surface of this continent another straightaway trail,
nearly three times as long, connecting the Pacific ocean with the Atlantic. Between April 22
and August 4, 1884, Thomas Stevens pushed his wheel every rod of the way from San Francisco
to Boston, estimating the length of his route (for he carried no cyclometer) as 3,700 miles.

VII.

MY 234 RIDES ON "NO. 234."*

This magazine for February contained a chronological report of my
travels during " Four Seasons on a Forty-Six," and the March issue gave a
minate description of the manner in which this "Columbia No. 234" had
stood the strain thus put upon it in being pushed upwards of 6,000 m.
through fifteen different States. It remains for the present article to finish
the story, by making exhibition of my various rides and riding experiences, so
classed together according to character as to be most significant and instruct-
ive, and also by offering such facts about my personal physique and habits
of life as may be deemed helpful to a proper understanding of the record.
By way of introductory peace-offering, I may venture to bring out this modest
little triolet, snatched from under the snows, where it had naturally suffered a
stiffening of its component parts : —

Though my rides on " Two-Thirty-Four "

Are by no means monumental,
Please again hear some more
Of my rides, just two-thirty-four ;
Please don't say, "What a bore!

We care not a continental
For your rides on * Two-Thirty-Four,* —

They're by no means monumental ! "

When I finished my wheeling for 1882, on the evening of Saturday, De-
cember JO, — ^with a record of 46 m., for the day, 2,002 m., for the year, and
6,175 ra., for the four years, — I found that the number of days on which I had
mounted the wheel was '*two hundred and thirty-four," though I never
noticed the coincidence until I came to need a title for the present article.
On 40 of these days I rode between 30 and 40 m., on 27 I rode between 40
and 50 m., on 14 I rode between 50 and 60 m., and five times I exceeded the
latter distance, — my longest day*s ride being 73 m. If I exclude the rec-
ord of my first season (742 m., distributed among 47 days, on only four of
which did my riding amount to as much as 30 m.), it will be seen that my rec-
ord during the three years, 188062, shows 5,433 m., on 187 days, or an aver-
age ride of just 29 m. On 92 of these da3rs, or about half of all, I have
ridden 30 m. or more, as above specified ; on 40 of the remainder I have rid-
den between 30 and 20 m. ; on 36 I have ridden between 20 and 10 m. ; and on
the remaining 19 days my record has been less than that, including seven

iFrom The WhetlmoH, April, 1883, pp. 56-66.

4

50 TEN THOUSAND MILES ON A BICYCLE,

days on which it was less than five miles, — the shortest record of all being a
mile and a quarter.

My first definite attempt at a long ride was made on the 4th of May, 18S0,
when the weather chanced to be extremely hot. I wheeled 22 m. to Tarry-
town in six hours, — ending a half-hour after mid-day, — and z\ m. back again
in four hours and a half, ending at 7.30 o'clock ; after which I tried the Boule-
vard until 9, in order to bring my day's record up to soj m. 1 did not better
this until the 17th of September following, on the morning of which day, at
7 o'clock, I mounted at a farm-house, 16 m. west of Buffalo, and rode two
hours and a quarter (15 m.), to Silver Creek, where I stopped an hour for
breakfast; then 12m. more (two hours) to Fredonia, where I stopped two
hours for dinner ; at Westfield, 1 5 m. further, I halted half an hour, till 5
o'clock ; then rode another 1 5 m. in another two hours, to North East, making
from the start a trifle more than 57 m. in a trifle more than twelve hours,
whereof four hours had been given to rests. As my baggage was at the Reed
House, in Erie, about 16 m. further on, and as the road was said to continue
smooth and level, and the moon promised occasionally to shine, I rode or
walked that additional distance between 8 and 11.30 p. m., and so made a rec-
ord of 73 m., which has remained my " best " ever since. Had the wind been
with me rather than against me during the twelve hours of daylight, I am
confident I should have covered the whole distance in that time, even with a
third of the interval spent in repose ; and I think, under similarly favorable
conditions, I could ride 100 m. straightaway by daylight on that track, if I
really exerted myself to do so. Though I had but four hours' sleep that
night, I felt sufficiently fresh next day to ride 45 m. further to Ashtabula, be-
tween 9.30 A. M. and 8 p. m., making 118 m. within 37 hours; and only once
since then have I made a better record for two days, and that only a mile
better. On the previous day I had ridden from Niagara (38 m.), so that m
three days I made a straight push of 156 m. through the territory of three
different States.

The nearest approach since made to this was my ride of 1 54 m. through
Massachusetts, on the first three days of June, 188 1, after having ridden
133 m. on the last four days of May, and penetrated the borders of New
Hampshire and Maine. This was the first case of my tnounting the wheel for
seven successive days, and the record of 287 m. (whereof 1 19 m. belonged to
the final 37 hours) still remains my best for that period. My next continuous
week of riding was just a year later, and amounted to 251 m., whereof 75 m.
were run off in Chicago, on the last three days of May, and the remaining
177 m. in a straight push among the hills of Kentucky, on the first four days
of June. My third ride of a week, as described in the January issue of this
magazine, was made continuously on the soil of New York, from Syracuse to
Waverly, beginning September 28, and covering 280 m, though, as it begun
and ended at noon, there were parts of eight calendar dAf& devoted to it.
Next to these records must be ranked my six days' ride of 204 m., — ^up the

MV 234 RIDES ON ''NO. 234." 51

Connecticut valley, across to Lake George, and down the Hudson valley to
Hudson, — August 22-27, 1S81 ; and my six days* ride of 203 m. ''along the
Potomac," October 22-27, 1881. There were no essential repetitions made
in either of the last-named tours; but the railroad had to be resorted to in
both cases, so that the tracks were neither of them absolutely continuous
ones. Indeed, the longest uninterrupted path I have traversed over was that
connecting Syracuse with Waverly, for my wheel rolled over every foot of the
distance, and all the repetitions indulged in could not have much exceeded a
dozen miles. Here, too, I may be allowed the parenthetical remark that I
should be glad to see the long-distance club-riding of 1883 assume the phase
of rivalry in respect to length of straightaway tracks covered, or at least in
respect to length of roundabout tracks, which admit of no second usage. Let
the ambitious long-distance club-men cease their vain repetitions over short
circuits and well-known stretches, and henceforth strive rather to show how
great a stretch of actual country they can push themselves across, in a single
definite direction, within the limits of a single calendar day 1

The third and last time in 1880, when I rode as much as 50 m. in a day,
was on the 24th of September, when I finished my tour of 495 m. by wheeling
across the hills of New Jersey, from Stanhope to Washington Square, 53J m.
There were seven other days in that year on which I rode upwards of 40 m.
and nineteen days in 1881 whereof the same can be said. The ten of these
which had a record of 50 m. or more were as follows : March 5, on the
asphalt of Washington, with the right end of the handle-bar broken off, 7 a.
M. to 10 p. M., 66i m. ; April 30, Orange, Newark, and New York, 9 a. m. to
8 P. M., 50J m. ; June 2, Boston, Cambridge, Lexington, Waltham, Framing-
ham, and Northboro, 9 A. M. to 8 p. M., 54! m. ; June 3, Northboro, Worces-
ter, Ware, and West Springfield, 5.35 a. m. to 9.45 p. m., 64i m. ; August 22,
West Springfield, Greenfield, Brattleboro, and Putney, 7 a. m. to 7.10 p. M.,
52I m. ; August 26, Fort Edward, Albany, and Schodac, 5.35 A. M. to 7.55 p.
M., 57ini.; September 7, Sayville, Hicksville, Flushing, and New York,
52jni.; October 23, Frederick, Williamsport, and Lock No. 59 on Chesa-
peake and Ohio Canal, 6.45 A. M. to 5.35 p. m., 54 m. ; October 26, Point of
Rocks and Washington, 6 a. m. to 9 p, m., $o\ m. ; December 21, Orange,
Newark, and Washington Square, 10.30 a. m. to 9 p. m., 60} m. In 1882 there
were 17 days in which my record exceeded 40 m., and the half-dozen of these
in which it reached the 50 m. limit were as folloM's : May 26, New York,
Tarrytown, Nyack, Englewood, and Jersey City, 8 A. M. to 9 P. M., 51m.;
June 2, Sadieville, Georgetown, Lexington, and Harrodsburg (Ky.), 11 A. M.
to 11.20 P. M., 6ilm. J June 7, Louisville and Frankfort, 10.30 A. M. to 9 P. M.,
52i m.; November 4, Orange, Newark, and New York, 9 a. m. to 7 p. m.,
50m. ; November 7, New York to Tarrytown and back, 51 Jm. ; November 21,
New York and Bridgeport, 7.40 a. m. to 7.20 p. m., 55! m.

It was at the beginning of my second season, when my forty-ninth day's
ride had given me a record of 775 m., that I first ventured to try any coasting.

5' TEAT THOUSAA^D MILES ON A BICYCLE.

'wth my Ie<fs on th k

occasions for more' ^f^^'"' '"^ ^ ""'P' ""■» "^^i* my hands wad,
w>«n I first acquired thrtn,! T""" »f"™"<l». »' ""til Angast,,**
t-on of the bar. fust f„, °* ProP"-ly placing them on the inside «

accomplished quite a feat • T *""° "** '^^ '"* "»»«' I l™^'

to 96th St, through Fifth r "'•"''"8 *'"»out stop from Washington Sqmc

"''th Belgian blocks I h,. """'' *' '^' *'« ™"~ of wWch are |>»«1

thing like as g«at a distanl "*T ''"* """'*<• °»" *e stones" forMr-

the Square, down Broadwav ff .r^ continuously, though I once went &<»

■nounts in the two miles r* u °" ^"^' ""''"■"«• P^'haps. a doie» dis-

whole length of Manhatt'an r^" ?"" "'""" ""= "'^^'t "^ P«Jaling through the

the saddle was at Orange o^t"" ,'" ""' '"'"^^^^ My fet "long sJy" »

'T and needless dismount fl^^''^' '^' '"'«"' "«Pt for one moL.-

hour, and accomplished lh7™« "^^"*^ °*«'"="' ' "t'Pt agoing j« x,

thirteen miles on the BouT/v^r ^ ?" "*' ^'^ °^ August fo«oi4ldid

«°P a quarter of an hoJ^S-tth T \°" '"'' » ''^'^' •"»■"•"« °°« »«<"«

f»'f- Five days later. i„ ^^J^'^'"' .'"'"' the record was ten miles a«d a

I rode twelve miles without stoT''^'°"' *'«^" "'« ~ads we« rather moddr.

fh/M;"'"""'""""", caS^dZ rK*","""" *"'' three^uarters. and. ^

^hould have done the ^teZtlt .' "^"""^ "P "' » -''«<>" 'n the Z,

real^ notable "stay" i„ ^l^t^^^^J^ ">««« «»'de of two horns. My first

;^">ber ,6. „hen. " mounting at^f' 7u'"' *« '"=«'« » ">°"th laterf Se^

°; N-agara, I went southw^d L ^ ""' ''"''«'' '" the outskirts of the vfllage

^vmg the wind against mTalT;:"' '"°'' '"'' '^™- '" ^° "-" and a 5

ram durmg the third half.ho„r uJ7iT^ 'f''^ '''^""y ^P-^^d -U

a ^s™ ""'«'" '«''. beyond wl i*" '°"' '" "^ '^T hard dav, which

a dismount, there is a long but no? '^'^ where the bridge almos't caused

m^rtance between Nia^^'^l^";;;^''; ''"=?' """' '"'-'' » '"« -^J ^ <<

Si '''""' ''"•^«« "ith difficultvf H ""^ "«•" ''"'' "«« to the left,

the left »K. """8 the bridge and T . ^ ^^"""^ *° the road for a
«°P for tr;"' '!'' '° '"e Linco^ ^i^l T'" "'"" '''^ «"* 'treet to

^- Ni^:.» "'^ ' "^^ «"« furthe:';;:^^ Bi^tHart °" rr

, .My next -long stay ..„ »'° C.ty Hall, twenty m,le,

-^ra3"--rv-r£-

— c condi.ons similarly V-kbr/tSd t:;^ /"^

MY 234 RIDES ON ''NO. 234." 53

for three hours and a quarter, and made a record of 29 m., to which I added
16 m. more before sundown.

My first ride, without dismount, from New York to Yonkers (13 m.) was
made May 10, 1882, in an hour and forty minutes. My stop then was caused
by the steep pitch of a few rods at the foot of the hill which begins beyond the
Getty House and ascends for more than a mile in the direction of Tarrytown,
and those few rods have long been notorious for their power in humbling the
pride of northward-bound riders from the metropolis. On the 7th of Novem-
ber following, however, I managed for the first time to array myself with the
noble band who can boast of having overcome this chief obstacle on the hilly
Tarrytown track, and then I crawled up the long grades beyond without a balk,
though I was tremendously tired when I got to the point where I could coast
down the other side. I had ridden 22 m., with several dismounts, when I
stopped for dinner at the hotel in Tarrytown ; but, as the track had proved
smoother than I ever knew it to be before, and as the breeze rather favored a
returning rider, I decided to attempt the exploit of wheeling back to 59th st.
without a stop. Somewhat to my surprise I succeeded in so doing, between
2u(5 and 5.50 P. M., and then, though my ambition was accomplished, and the
rain-drops were drizzling down through the darkness, it occurred to me that I
had best stick to the sjiddle a while longer, and so " beat my record," made
five days before, as already described. It was 6.38 P. m., therefore, when I
finally dismounted at 155th st., where I had started at 9.20 a. m., and the
cyclometer said that this " longest straight ride of my life " measured 29J m.,
though I had kept the saddle thirty-seven minutes longer than on the previous
Thursday, when it gave the record as 29 m. In the four-column account of
Ihb " Tarrytown triumph," which I printed in The Wfuel of November 15, I
offered some reasons for believing that the real distance of this " longest ride "
was 31 or 32 m. Fifty-ninth st., where I turned back on my course, was six
miles from where I finished, and my " straightaway " track from Tarrytown was
therefore 25 or 26 m. long. I should be interested in hearing of other wheel-
men who have gone a similar distance straight through the country without
leaving their saddles.

My riding is, most of it, so solitary that I do not know whether the long
stay in the saddle I have just described would be accounted very creditable
by those who are acquainted with the track gone over ; and no comments on
my detailed report in The Wheel have appeared for my enlightenment. But as
it is, of all my bicycling experiences, the only thing at all approaching the
character of an exploit that I ever definitely set myself to accomplish, I have
felt enough pride in my success to venture upon a full description of it, espe-
cially as I have no intention of ever again riding continuously for four mortal
hours. I do not mean by this that I suffered any particular inconvenience
from the test, for I got through an average amount of routine literary work
next day, and on the day after that I refreshed myself by 31 m. more of
wheeling. I mean, simply, that I generally prefer to take to the bicycle " for

54 TEN THOUSAND MILES ON A BICYCLE.

the fun of it," rather than for the sake of " seeing what I can do," and that
one achievement of this sort is quite enough for my ambition. There is so
much more comfort in frequent dismounts, if for no other reason than to
gratify thirst, that I lack all desire for further *' triumphs ** of such nature
that the pursuit of them brings into painful prominence before the mind the
justice of the celebrated remark of the Governor of North Carolina to the
Governor of South Carolina.

The severest test ever given my physique by bicycling, however, was not
by that four hours' steady push, on the 7th of last November, but rather by
an all-day jaunt on the 7th of September, 1881, — a date memorable in
atmospheric annals as " the hottest on record for seven years," all along the
Atlantic slope. " In many places the thermometer marked 100° in the shade
for several hours, and, as I rode in the sun, I must have been exposed to a
heat of no** to 125** from 9 a. m. to 3 or 4 P. M. Between 6.07 A. m., when I
mounted at Sayville, and 7.05 p. m ., when I plunged my burning head into
the public fountain at Flushing, the cyclometer recorded 50^ m., and two
more miles were added between the ferry and Washington Square. The ride
was the only one of my experience in which the motion through the atmos-
phere had no cooling effect. The air itself, as it struck against one's cheeks,
seemed blazing hot, as if literally it had come from a. furnace. I should be
afraid to estimate the amount of water and other liquids which I absorbed
that day. I drank at every possible drinking-place, and I dashed cold water
on my fiery face as often as the chance was offered me. At Flushing, while
waiting for the homeward train, I refreshed myself with ice-cream, soda-
water, melons, peaches, and other such things, which the average idiot, who
disbelieves in the wisdom of obeying Nature's demands, declares to be deadly
indulgences for a man who is unendurably hot." Perhaps I myself seem a
rather worse idiot than the average for venturing to get my anatomy into
such a heated condition ; but it endured the test without any excessive dis-
comfort, and without any subsequent ill effects. I shouldn't deliberately have
chosen so hot a day for a spin through Long Island; but, as I was headed for
home, I wanted to " get there," and, though the heat seemed extraordinary, I
didn't realize until I read the next day's papers that it was " the greatest heat
on record in seven years," and that I had, therefore, accomplished a somewhat
dangerous and foolhardy feat in pushing 50 m. through the hottest of it.

I have not had many serious tumbles since the great original elbow-
breaking act of Thursday, May 29, 1879. The only time I have been inten-
tionally upset was in November of that year, while touring from New Haven
to New York, when a bold, bad boy at Port Chester suddenly lifted up my
rear wheel and sent me sprawling into the dirt, without a shadow of a warning.
Perhaps it was the unexpectedness of the fall which made it absolutely pain-
less; and I have charity enough to believe that the graceless youth designed
rather to make the wheel give me a good jolting than to really spill me off.
Once, on the Boulevard, when a crowd of small school-boys were running

MY 234 RIDES ON " NO. 234." 55

around about me, with the customary yells and outcries, my wheel knocked
one of them down and pitched me simultaneously into the dust It chanced
that he was intent in a game of " tag " with another boy, and so, being uncon-
scious of the approaching wheel, which the rest of the crowd were watching,
he suddenly jumped in front of it, with the result indicated. He assured me,
though, as soon as he brushed away the tears of surprise with his dusty
sleeve, that he " wasn't at all hurt "; and, as I could say the same for myself,
I jogged on. I think this was the only time when my wheel ever came in
collision with any living creature ; though once, at Newark, some wretched
brutes persuaded a boy who was really an imbecile to stand in my path in
order to be knocked down. Boys not bereft of their wits, of course, often do so
stand, and then jump aside at the last practicable moment ; but in the case
mentioned I fortunately noticed the vacant look in the child's face, and so
turned out for him. On the sidewalk at Niagara, one evening, a quick dis-
mount alone saved my touching a little girl, who suddenly sprang out of a
door-way, and who was a good deal scared at her narrow escape. I was rid-
ing quite slowly, however ; and I have done a great deal of careful wheeling,
on sidewalks thronged with pedestrians, without ever once coming to grief.
I never yet used bell or whistle ; as the human voice seems to me to be a
a more effective, as well as a more civil, instrument for giving warning.

On May Day, 1880, a bad tumble and bent crank suitably rewarded my
vain attempts to raise my hat gracefully to a noble brakeman, who shouted at
me from a passing railroad train ; and within an hour afterwards, when 1
essayed to cross a few inches of water which seemed to have a hard bed
beneath it, my wheel performed the great stand-still act, and rested firmly
upon its head, leaving me resting firmly upon my feet. A similarly curious
stoppage occurred down in Kentucky, last June, when I was toiling slowly
up-hill in the dark, and encountered a loose lump of the newly-laid macadam :
my machine keeled over and stood quietly on its head, leaving me upright
on my feet in front. That, I believe, was the only spill I had in my entire
tour of 340 m.; and in my 500 m. ride of 1880 I was thrown but once. This
happened at Westlield, when, in attempting to make too short a turn from the
hard roadway into the softer sidewalk, and not giving allowance for the swift-
ness with which the wind was blowing me along, I was obliged either to let
my wheel slam squarely against an iron fence, or to send it sprawling side-
wise into the sand. The result of accepting the latter alternative was the
scraping of a few square inches of skin from my knee, elbow, and hand, but
no serious disablement to myself or my vehicle. ' In my 400 m. tour of last Sep-
tember I made no involuntary dismounts without landing on my feet (though
the wheel itself had a few falls), and I am almost sure that the same could
be said of the 800 m. afterwards ridden over before the close of the year,
though I had one side-fall in trying to mount a Harlem curbstone in the dark.
On the other hand, during the first of my " six days along the Potomac " I had
two headers within the space of an hour, — one in going up hill, the other in

56 TEN THOUSAND MILES ON A BICYCLE.

going down, — and early on the final day I sprained my ankle by stepping sud-
denly down on a loose stone. . That accident came nearer disabling me than
any other I have had ; but, after a few hours of increasing pain, the soreness
at last wore off. On the second day, too, by the loosening of its step* my
bicycle came nearer being disabled than at any other time ; for it must be re-
membered that, spite of all the wearing out of its parts, or the accidents which
have happened to them at various times, old " Number 234 " has never once
betrayed me by breaking down in regions remote from possible repairs, or
becoming unridable at such seasons as would render its disablement a serious
interference with my plans. On the same unlucky day last mentioned, how-
ever, I let it drop into the water, while trying to convey it and myself along the
slippery log which spanned the ** waste-way " of the canal, thereby thoroughly
soaking the roll of clothing attached to the handle-bar.

On May Day, 1882, while coasting down the hill at Bloomfield, in the early
twilight, at a speed of six or seven miles an hour, a stone the size of a brick
caused the front wheel to stop and the rear wheel to describe a circuit in the
air, while I myself gave a great jump ahead and landed on my feet, without
even a tendency to fall forwards. My theoretical belief, that a man who is
forced off the saddle involuntarily is likely to suffer the least detriment if he
has his legs thrown over the handles, was thus happily confirmed. Once
since then I have been thrown to the ground while coasting, as a result of
carelessness, in allowing my boot to catch in the spokes. The only involun-
tary dismounts for which the machine itself has been to blame have been
caused by the sudden stoppage of the rear wheel, for lack of sufficient oil on
the cones. The cones of my right pedal stuck once, in June, 1880, when
my record was 950 m. ; but I was not thrown off, and the accident has not
been repeated. I never yet caused a stoppage, or even an approach to one,
by too sharp an application of the brake to the front wheel ; and I cannot
understand why a reasonably careful rider should ever come to grief in that
way. I have sometimes been run away with in descending steep hills, and
have felt that my rear wheel was in the air, and have feared that my involun-
tary experience as a ** unicycler " was about to come to a disastrous, if not
fatal, termination ; but as a matter of fact I have never been thrown in any
such critical times, and almost all my tumbles have happened when I have
been moving rather slowly over sections of road whose difficulties and dangers
were quite apparent to me. I have never had a fall in the night-time, though
I should say, at a guess, that I may have ridden from 300 to 400 m. in the dark-
ness, and without a lantern. Another guess which I venture to offer with
more confidence is, that though during my first 1,000 m. I may have had as many
as 20 or 25 falls, I have not by any means approached that number in the
5,000 m. since traversed. The fact is, I can't afford to take the chances of
further tumbling; so, in cases of doubt, I almost always stop.

As regards other perils of the road, I may say that before I had covered
1 50 m., and before my cyclometer had been three days on its axle, I was

Afy 234 RIDES ON ''NO, 234." 57

attacked, while bending over to read it, by three drunken men, who drove
dose by me in a carriage, and one of whom gave me a vicious cut with the
whip, which my straw hat chanced to ward off, but which might easily have
put out an eye, or caused other lasting disfigurement. Once or twice, too,
drunken drivers have attempted to run me down from behind, though never
▼ery persistently, nor with near approximation to success. On a few occa-
sions, also, drivers have wantonly forced a dismount by refusing to yield an
inch of the track in approaching, — the most exasperating instance which I
recall being that of the ruffian who directed one of the four-horse cpaches of
a hotel at Lake George. On Staten Island, last September, I got a tumble
in trying to curve too sharply around a wagon, just ahead, whose driver
" slowed up " suddenly, though not maliciously. I never yet caused a run-
away, and my most serious troubles with horses were in the cases of two
sedate old " plugs," one in Connecticut and one in Western New York,
which were driven by women, who persisted in " hauling them in," until, in
the former case, a wheel was cramped off, and in the latter the vehicle was
made to describe one or two complete backward revolutions, but without
hurting anything. I never met but two horses that seemed thoroughly fright-
ened at the bicycle, though it is, perhaps, not unreasonable to assume that
" Number 234 " has encountered as many as half a million of t^em. Both of
these were fancy nags, — one in Ohio, the other at Ticonderoga, — whose
drivers, being possessed with a vain pride in their ability to control them,*
ordered me to "come on," without dismounting. Had I done so there would
surely have been two wrecked " trotting sulkies " and two dead or demoral-
ized horse-jockeys "laid out" on those two occasions. After causing the first
pair of mules which I faced on the Erie Canal to wheel about and kick their
driver down a thirty-foot embankment, I took no further chances of that sort
on the tow-path ; and I likewise generally dismounted before the horseback
riders in Kentucky, whose half-broken steeds seemed only too glad of a
chance to shy at any moving object whatever.

Flaving had two or three india-rubber drinking-cups shaken from my
pockets, I now content myself with a short piece of india-rubber tubing,
which costs less, stays by me more faithfully, and furnishes an easier means
of drinking from the wayside rivulets. The chief advantage in carrying a cup,,
indeed, is to supply the usual lack of such an article in the bed-rooms of
country hotels. Still another " peril of the road," which my experience may
give warning of, is the smashing of the glass face of the cyclometer by the
slipping of a wrench from the hands of a clumsy blacksmith. I have had an
oil-can stolen from a Brooklyn bar-room, which I honored for a week with the
presence of my wheel, and a monkey-wrench stolen from a similar resort in
Harlem, under similar conditions. Another beer-seller of Brooklyn said he
was on the point of selling my machine, because, as I failed to return on the
exact day specified, he concluded that I meant to abandon it to him ; and that
he was only waiting for an advance on the first offer that had been made him

58 TEN THOUSAND MILES ON A BICYCLE,

of $50. Nobly contrasted with this seems the conduct of the honest boy who
sold soda-water at Farmingdale, on Long Island, and who, when I inadvert-
ently left on his counter a purse containing $15, harnessed his horse to pur-
sue me and restore the property.

My response to the stereotyped question of the average spectator, " How^
fast can you go on that thing ? " has always been : " I don't know, because I
never tried." The only time when I was on a regularly measured course
was September 14, 1880, when I had a friend hold a watch for me while I
went twice, without stop, around the half-mile trotting-track at Canandaigua,
making the first half in 2m. 20s., and the second half in 2m. 15s. From this
I infer that, on a good track, I might, by exerting myself, make a mile inside
of four minutes ; but I hardly suppose that I ever shall in fact make any
such exertion, or insure any such brilliant " record." Six days after the date
last named, I rode from Erie to Dunkirk, 47 m., under very favorable condi-
tions of wind and weather, in seven hours and a half, including rests of two
hours. I was stopped by the hill at Westfield, at 2.30 p. M., that day, after
riding exactly an hour, at the middle of which I had made a minute's stop on
account of a horse. The record of that hour was eleven miles and an eighth,
of which six miles belonged to the last half. I think I had no swifter day on
my record until December 21, 1881, when I rode just 50 m. in the seven
hours ending at 5 p. m., and when I estimated my actual riding time as hardly
more than five hours. That track, however, was in the region of Orange, and
included many repetitions, instead of extending " straight through the coun-
try." I added ten miles to it before stopping for the night, and the year. I
believe that the swiftest short spin of my experience, however, was that
recorded on the last day of my Kentucky tour, seven miles in twenty-six min-
utes, ending with a famous coast of a mile down an open winding road.

Almost all of ,my 340 m. within the limits of that State were either on
an up-grade or a down-grade ; and I did some hill-climbing that really sur-
prised me, though none that I think quite as creditable as my November ex-
ploit at Yonkers. The big hill at Milton Lower Falls, which Boston riders
know so well, has been ridden up by me both ways. On the 28th of October
last I rode without stop from the cross-roads beyond Caldwell to the end of
the smooth pavement of Bloomfield avenue, in Newark, nine miles and a half,
in just an hour, — ^that being the first occasion on which I had succeeded in
conquering the big hill at Caldwell, though I had more than once ridden all
the grades leading ./<? Caldwell,— and I look on that as one of my most credit-
able mounts. I recall three other occasions on which my prowess as a
" hillian " greatly surprised me : once, in 1880, in surviving a steep, roughly
macadamized slope between Newtown and Hunter's Point; once, in 1881,
when I pushed up the smooth, black surface of the misnamed Sandy Hill at
Fort Edward ; and again, on the first day of last October, when I ascended
the sharp grade at Mount Morris, and earned my right to a hearty breakfast
at the Scoville House on top. I remember, to be sure, that a Fort Edward

MY 234 RIDES ON " NO. 234." 59

rider has kindly informed me in print that my puoh up Sandy Hill was
** nothin' at all to brag on " ; and I presume that other experienced ones may
say the same of the other little knolls I have alluded to. I will not venture
to contradict them. All I say is, that when I found myself on the summits in
question, with " Number 234 " still responding steadily to my tread, I felt
bound to complacently stroke its head and remark, " Bully for you, old boy I "
>fy weight has recently kept pretty constantly in the neigl^borhood of
140 pounds, which, I think, is five pounds more than I ever attained to before
becoming a bicycler, — the greatest variations in my weight, as observed by me
during the previous decade, being from 130 to 135 pounds. I am five feet five
inches in height, and the inside length of my leg is thirty-three inches. While
visiting a rink at Washington, in March, i88i, I found no difficulty in driving
a 52-inch Special Columbia, whose pedals had been shortened up toward the
axle, though I felt decidedly "scarey" when first lifted into such a lofty
saddle, and the subsequent acts of mounting unassisted were rather tiresome.
On two previous occasions I had propelled 48-inch and so-inch wheels for
short distances, say a sixteenth of a mile, but my first road-ride on any other
machine than " Number 234" was on the afternoon of April 10, 1882, when
I covered 31 J m., in the region around Springfield and Holyoke, on a new
48-inch Standard Columbia, which had not previously been ridden as much as
fifty miles. Five months later, September 8, in the same region, I again rode
31 1 m. between 9 A. M. and 6.30 P. M. (taking a rest of three hours at mid-
day) on a 50-inch Expert Columbia, whose pedals were extended to their full
limit only during the last four miles. Had I allowed these two rides in my
log, my record of miles ridden up to the close of 1882 would have been 6,238.
I had no falls while riding either of these " large " machines. I climbed
the hills which I had long been wont to climb with my 46-inch, and I appar-
ently found no more difficulty than usual in climbing them. Indeed, I drove
the 4&-inch up the south slope of the church hill in West Springfield, which
I have never been able to overcome with " Number 234." I was not def-
initely convinced that the effort of driving these larger wheels was either
greater or less than the- effort of driving my smaller one. When, however, I
pulled off my boots on the evening of the April ride, severe " cramps '* ran
through the calves of my legs, and I found that, for a few minutes, it was a
difficult and painful matter to " straighten them out." As I had done no wheel-
ing whatever for a period of nearly four months, this unpleasant phenomenon
did not necessarily prove that the 4S-inch was " too large a size for me " ; but
when I tried the 5o-inch (after a period of six weeks* abstinence from the
saddle) the same phenomenon was repeated with increased intensity. It was
with great difficulty that I removed my boots both at noon and night ; even
during the last hours of riding the crarai>-like pains were present, and, for a
week afterwards, occasional twinges would go through my legs.

I felt pretty well convinced by this experience of 30 m. that a day's ride
of 50 or 60 m. on a 50-inch would be apt to inflict upon me serious suffering,

6o TEN THOUSAND MILES ON A BICYCLE.

if not temporary disablement, and that a week's tour of say 280 m. would be
cither impossible of accomplishment, or else prove a painful and difficult task,
instead of an exhilarating pleasure. I am aware that the mere strain of pull-
ing off one's boots by pressure against the heels may sometimes slightly cramp
the calves, even when the legs have been in no way strained or tired by
previous exertion ; and these same twinges of cramp have also come to me
on certain rare occasions when pushing my 46-inch wheel towards the sum-
mits of long and wearisome hills. But, at the close of my longest and most
difficult rides on " Number 234," I never yet had any feeling of cramp or
muscular stiifness, save of the slightest and most transitory description;
and hence the fact that both of my two short and easy rides on larger wheels
brought contrary results cannot be accepted by me as devoid of significance, —
even when I remember that on each occasion I chanced to be " out of prac-
tice " as a rider. The general inference which I drew from the experience
was this : that whatever may be said for large wheels in racing or in riding
short distances on smooth roads, a wheel small enough to prevent the cords
and muscles of the legs from ever being stretched to their full tension b the
one best adapted for ordinary rough-riding and long-distance touring.

Aside from this direct tendency towards physical discomfort and injury,
which I think attaches to prolonged use of a wheel so high that its rider is
forced habitually to "point his toes downward," instead of keeping the en-
tire sole of his foot flat on a plane parallel to the surface of the ground, there
are indirect dangers which threaten the tourist who has only a slight grip on
the pedal. One of these is the danger of falls caused by the feet slipping
from the pedals, — especially in wet weather, and while climbing hills. Many
a time when the soles of my boots have been smeared with greasy mud on
slippery days, I have worked my way up-hill with the pedals of my six-inch
cranks resting on my insteps ; and, in general, whenever my toe loses hold
of a pedal, my heel is almost certain to regain the hold. I have ridden many
miles under conditions which made the pedals so slippery that I doubt if any
rider who depended upon a " toe-grip " could have kept alongside without a
tremendous expenditure of energy, and without undergoing continuous tum-
bles. Then, again, on an all-day ride of 40 or 50 m., through a rough coun-
try, where frequent dismounts are necessary, it seems to me that the aggre-
gate increase of effort required in continually climbing into a high saddle
rather than a low one would be enough to make all the difference between
relaxation and weariness, — ^between happiness and misery. Still further, the
ease of mounting which a low step insures is an element of safety in this
way : it disposes a rider, in cases of doubt about his ability to overcome an
obstacle, to dismount before it, rather than to plough recklessly ahead and
take his chances of a tumble. A small machine has the incidental advantage
of weighing less, and taking up less room, and I have a theory that it is apt
to be stronger and less liable to injury than a larger one. Mine, certainly,
has stood the severest strains on its rims without " buckling " or bulging at

AfV 234 RIDES ON ''NO. 234." 61

all out of the true. Finally, a small machine seems unusual and distinctive ;
for, out of the hundreds which took part in the parade at Chicago, " Number
234 " -was the only one that did not exceed forty-six inches in height 1

I assume myself to be simply " an Average man " as regards physique. I
have never made any pretense at being an athlete, — much less have I ever
thought of entering any kind of athletic competition. The only tests of
endurance connected with my academy life, — 1862-5, — ^which I now recall as
having warmed my pride, were these : I once shouldered a regulation army
musket on a march of six miles with the *' home guard " ; I once skated a
dozen miles straightaway on the snow-crust ; I once walked 25 m. in a day ; and
I once split a cord of walnut wood and lugged it in my arms up four flights of
stairs. During the four following years of my college career I took two or
three 20 m. walks, swam half a mile on two or three occasions, and became the
most persistent patron of the bone-shaker in my class during the three months*
prevalence of the velocipedic furor. In October, 1874, with the assistance of
a classmate, I rowed a lap-streak boat from Springfield down the Connecticut
River and around the Sound to New Haven, in three days, — the distance be-
ing estimated at from 125 to 140 m., — ^and the exertion cost me nothing more
than a temporary soreness and stiffness, though my companion suffered seri-
ous detriment. On the 23d of June, 1875, ^ ^^^ ^^^ ^^^ ^^ ^ ^^"^ among the
White Mountains, I went on foot from the Flume to Littleton, a distance of 1 5
or 16 m., whereof I ran the last five or six under a blazing sun, " in order to
catch the three-o'clock train," whose approaching whistle inspired me to put
in a tremendous spurt on the last half-mile. That was my first and only " long-
distance race " against a locomotive engine ; but I won. Though born and
brought up on a farm, where horses were always within my reach, I never
learned to ride horseback, and never cared particularly about driving.

I used to consider myself a tolerably expert " dodger " in the game of
prisoner's base, which had great vogue at the academy ; and I believe I have
never since engaged in any athletic pastime which could not be practiced
solitarily. I was a regular patron of the gymnasium, both at the academy and
at college ; and, during the fourteen years since then, my usual morning cus-
tom, except on days when more extensive exercise was impending, has been
to swing the Indian clubs for a quarter-hour after taking a cold-water bath.
The latter practice has been persisted in by me for some eighteen years as my
inevitable first act after getting out of bed ; and not even the mornings of my
four voyages across the stormy ocean were allowed to be exceptions to the
mle. A Mth and change of clothes are also my first demand at the end of a
day of bicycling. Food is always made a secondary consideration, then, with
me, no matter how sharp my appetite. Indeed, I can abstain from food for a
great many hours, whether I am engaged in driving the wheel or driving the
pen, without suffering any special inconvenience ; and a rule which obliged
me to '* take my meals at regular hours " would exasperate me to the last
d^ee. For many years my simple and savage custom has been to "eat

62 TEN THOUSAND MILES ON A BICYCLE.

when I was hungry," or when food was conveniently accessible, whether once,
twice, thrice, or four times a day, whether at daybreak or at midnight. That
this course should be pursued without prejudice to health is, perhaps, due to
my profound faith in the first LatiA maxim ever given me to construe:
Fames condimentum est optimum. "A good appetite" has, indeed, always
been with me, and I have never doubted that it was " the best sauce." 1 have
never spoiled it by making trial of tobacco or fire-water, or highly spiced
dishes. I have not even tasted tea or coffee since I was a boy of fifteen.
Otherwise I am omnivorous, and take with a relish, and with sure digestion,
all sorts of eatables, — flesh, fish, fowl, vegetables, or fruit, — which are ever
anywhere offered for human consumption, provided, of course, that they have
not been doctored with pepper or other fiery sauces.

Perhaps the foregoing explains why I never feel the need of " going into
training " for a tour. I am always " in training." I am always in condition
to enjoy a day*s ride of forty miles on a bicycle, even though I may not have
mounted it for months. I sometimes have occasion to laugh on being told of
people who mistake me for an invalid, on account of the lack of ruddy color
in my face; for, in reality, I have been exceptionally lucky in avoiding all
approach to serious illness since my early childhood. During a period of
more than twenty years, ending with the last week of the summer of 'Sz, I
never was confined to my bed by illness, I never swallowed any medicine,
and I never asked advice of any physician. An attack of chills and fever
(the penalty, doubtless, of my neglect of bicycling during the two months pre-
vious) then forced me for the first time to strike the flag to Fate, and enter
his hospital for a week's dosing with quinine. Nevertheless, within three
weeks afterwards, I started forth on my pleasant autumn tour of 400 m., and
no reminder of my illness kept me company. Since then, however, I have
noticed that the strain of holding the handle-bar for 40 or 50 m. is sufficient to
remind me of the weakness in my left elbow, caused by dislocating it on the
occasion of my first mount in 1879, though in the three years which elapsed
between that event and the attack of fever the existence of such weakness
was never once suggested to me.

The statement of my habits and beliefs in regard to drinking while on
the road has been reserved to the end, for the sake of emphasis. My prac-
tice is in direct defiance of the teachings of "that eminent London writer,
Benjamin Ward Richardson, M. D., F. R. S.," in his " rules for health in tri-
cycling," as reprinted from Good Wards in 77ie Wheelman for January. My
practice is in flat opposition to the solemn warnings of all the other eminent
medicine-men, from A to Z, whose prolonged contemplation of the needs of
the human body in its phases of disease has robbed them of the vision which
enables the unsophisticated savage to clearly see its needs in a state of
health. My practice is to drink freely, frequently, unstintedly I How else
can a man, who sweats as copiously as I do, preserve his comfort, or rightly
regulate his temperature? Fire-water always excepted, I eagerly imbibe

MY 234 RIDES ON ''NO, 234." 63

almost every conceivable beverage that comes within reach. Water, ice-
water, soda-water, mineral-water, lemonade, milk, chocolate, sarsaparilla, root-
beer, lager, shandygaff, ale, porter, half-and-half, cider, and light wines, — all
these "drinks " I swallow in great quantities, when heated by riding; and I
also delight in chopped ice, water-ices, ice-cream, melons, lemons, oranges,
apples, and all sorts of juicy fruits. Solid food is of small consequence to
me on a hot day's ride, but drink I must have and plenty of it. " Drink as
little as possible " ? Well, I should smile ! Rather do I drink as much as
possible, and thank Mother Nature betimes for the keen ph3rsical delight im-
plied in the possession of so intense a healthy thirst simultaneously with the
means of gratifying it healthily ! Your little riding-rules may do well enough
for babes and sucklings of the tricycle, Dr. Richardson ; but don't you pre-
sume to thrust them upon a six-thousand-mile bicycler like me ! How I wish
that you, or some other abstemious Fellow (of the Royal Society, London),
had tried to trundle a tricycle behind me for fifty miles through the blazing
sands of Long Island on that historic " hottest day of seven years " ! Per-
haps then you would have adopted my theory that thirst, under such circum-
stances, is one of Nature's warning signals which it were dangerous to dis
regard. Perhaps, again, you would have preferred pertinaciously to die for
your theory, even at the risk of being buried with Truth at the bottom of one
of the numerous wells which I that day drank dry! I'm sorry to appear
uncivil, but my rage at your repressive rules must be given vent, and so I
finally break out into rhyme in this way : —

Just hear the roar, " Two-Thirty-Four,"

Of all these learned buffera,
Who say they think 't is wrong to drink

When raging thirst one suffers !
But you and I know that 's a lie,

And so I shout out glidly : —
" Dnnk all you can, my thirsty man,

Nor choke in saddle sadly !
Don't ever fear good lager-beer,

When there 's no water handy ;
Drink pints of ale, milk by the pail,

But never rum nor brandy I
Dritik half-and-half, or shandygaff.

Or lemonade, or cider ;
Drink till your thirst is past its worst,

Then mount, a freshened rider !
Keep fairly cool (that is the rule) ,

Curse not, nor fume, nor worry *.
(My ' fume ' )oke means tobacco amoke) ;

Nor take risks in a hurry \
Nor tear your shirt while on a spurt ;

Nor clothes while in a snarl don *,
Just make no futo ; just be like us —

* Two-Thirty-Four* and Karl Kron."

VIII.

AROUND NEW-YORK.^

Washington Square, which is the real center of the world, as the
three thousand subscribers to this book are well aware, stands at the head of
Fifth Avenue, which is the wealthiest and most famous street in America, as
intelligent people in general are well aware. The Avenue stretches north-
ward from the Square, in a perfectly straight line, for six-and-a-half miles, or
until terminated by Harlem River, unless it be considered as ending where a
break is made in it by Mount Morris Square, at 120th St., about a mile below
the river terminus, and about a half-mile above Central Park, whose eastern
wall fronts upon the Avenue for two-and-a-half miles. Double that distance
intervenes between the southern wall of the Park and the southern terminus
of Manhattan Island, which is a little park called the Battery ; and Washing-
ton Square lies just about midway between them. " Of the 26,500 acres com-
prising the area of the city, 14,000 acres compose Manhattan Island, which
is thirteen-and-a-half miles long, and increases in breadth from a few hundred
yards at the Battery to two-and-a-quarter miles at 14th st. Its breadth is but
little less than this for the next five miles, or to 114th st. ; while for the last
four miles, or from 144th st (just below the region of Washington Heights)
to Kingsbridge, the island averages less than a mile in width. It was orig-
inally very rough, a rocky ridge running from the south point northward and
branching into several spurs which united after four or five miles, culminating
in Washington Heights, 238 feet above tide-water, and in a bold promontory
of 130 feet at the extreme northern point. The East River, which is simply
the outlet of Long Island Sound, separates it from Long Island, on the east ;
a narrow arm of the Sound (called Harlem River and Spuyten Duyvil Creek,
though forming a mere tidal channel of connection with the Hudson) sepa-
rates it from the mainland of the State, on the north ; while the great Hudson
itself (often called the North River) separates it from the State of New
Jersey, on the west. On the south lies the bay, beyond which, distant half-a-
dozen miles from the Battery, is Staten Island, whose easternmost point ap-
proaches within about a mile of the westernmost point of Long Island to form
the Narrows, — the passageway between New York Harbor and the Atlantic
Ocean. The settlement of the island was begun at the Battery (by the Dutch
in 1623), and extended northward very gradually, so that, at the opening of
the present century, when the population numbered 60,000, there were few

1 From The Springfield IVkeelmen^s GatftU, April, 1885, pp. 211, 212.

AROUND NEW-YORK, 65

residents as far up as the region of the present Washington Square, which
the city purchased in 1797 for a Potter's Field. Burials ceased to be made
long before 1830, however, when it was changed to Washington Parade Ground.
The houses now surrounding it are numbered consecutively (i to 79), from the
north-east comer westward, southward, eastward, and northward. No. 79 is
a recently-built apartment-house for bachelors, called < The Benedict ' ; and
its broad front of red brick combines with the brown-and-blue stone of the
old church adjoining, and the white granite fa^atU of the massive University
Building, just beyond, to form quite an imposing eastern boundary for this
most attractively secluded Square."*

Fourth Street forms the southern boundary of the same, and the streets
below that are irregular in nomenclature as well as in length, breadth and
direction. In this old part of the city the great bulk of its business is trans-
acted, and its " tenement house population " live there — one of the wards
containing more than 290,000 of them to the square mile. It is a confession
of pecuniary weakness and of social unimportance for a New Yorker to re-
side below Washington Square, for this oasis of eight acres serves as a well-
recognized dividing line between wealth and poverty, virtue and vice, dis-
tinction and obscurity. It is a stock joke, on the local variety-stage, to speak
of South Fifth Avenue (the " French quarter " of New York) as if it were
in every way equal to the Avenue ; but though the social separation of the
two streets is of the superlative sort, the slight geographical barrier between
them is represented by the width of the Square, l^rom this extending south-
ward also is Thompson Street, distinguished as the " negro quarter " ; while
the " Irish quarter," the " German quarter," the ** Jew quarter," and the
other foreign " groups," which give the city so cosmopolitan a cast, must all
be sought in the densely-populated region below the Square.

Above it the streets are all numbered consecutively rather than named;
and the reckoning of distances is rendered easy by the fact that any given
twenty of them cover a mile ; 34th st, for example, being a mile above 14th st.
Each of these is of extra width, as a special thoroughfare, and the same may
be said of 23d, 42d, 57th, 72d, 79th, 86th, 96th, io6th, it6tb, 125th and 145th;
while 59th and i loth are important as respectively marking the lower and
upper boundaries of Central Park. Fourteenth Street extends in a straight
line across the island, east and west, from river to river, and all the streets of
higher numbers are exactly parallel to it, though the continuity of many of
them is broken by the Central Park and smaller squares. The longitudinal
roads of the island are laid at right-angles to these streets, and are designated
as avenues, being parallel to Fifth Avenue, which, though not exactly in the
center, may be considered the backbone of the system. "The house-num*
bers begin there, and run east and west, a new hundred beginning at each of
the other numbered avenues, whether the prior hundred has been filled out or

» " Appletons' Dktionary of New York," p. 160, somewhat altered.
6

66 TEN THOUSAND MILES ON A BICYCLE,

not.** Thus, loi East 50th st. is the first door cast of 4th av. ; 201 East 50th
St. is the first east of 3d av. ; loi West 50th st. is the first door west of 6lh
av. ; 201 West 50th st. is the first west of 7th av., and so on. The higher the
number, the further the distance from Fifth Avenue, the nearer the approach
to the waterside, and, usually, the poorer the character of the house. East of
First Avenue may be found Avenue A ; and, in the lower part of the system,
also Avenues B, C, and D ; while Eleventh Avenue is on the extreme west
side. To accredit a man with residence upon any of these is to announce
him as far removed from the world of society and fashion. Broadway, the
longest thoroughfare of the island, extends in a straight line from the Battery
to Grace Church (loth St.), in a direction nearly parallel to that of the ave-
nues ; but it then takes a diagonal course to the westward, crossing 5th av.
at 23d St., 6th av. at 34th st., 7th av. at 44th st., 8th av. at 59th st. (the south-
west corner of Central Park), 9th av. at 64th St., loth av. at 70th st. ; and at
io6th St. it enters nth av., whose identity there becomes merged in it.
Broadway above 59th st. is known as the Boulevard, and is laid out with two
wide road-beds, separated by small parks of grass and trees in the center,
as far as 125th st. It continues of extraordinary width for two miles above
that, or until it joins the Kingsbridge road at 170th st., and trees are regu-
larly ranged along each of its sides. Above Kingsbridge, it is again Broadway.
Below Central Park (S9th st.), the island is so completely covered with
buildings that such of its original inequalities of surface as have not been
graded out of existence 'are practically hidden or forgotten. A resident
habitually thinks of the city as flat, though considerable hills and depressions
may be found on both Broadway and Fifth Avenue, if one cares to look for
them ; and, on many of the lateral streets, sharp descents are noticed as one
approaches the waterside. The stone pavement which covers all the streets
of the city (with insignificant exceptions), for five miles above the Battery, is
usually spoken of as " Belgian block " ; and much of it really is so, as in
Fifth and other avenues. Broadway and niany other streets, however, are
paved with stones shaped like bricks, but much larger, laid edgewise, and
with the long side at right-angles to the main line of traffic. Though I have
driven my bicycle over these five miles of stone blocks (doing the last half of
the distance, through Fifth Avenue to the Park, without dismount), I must
declare that there is little pleasure in such rough riding. In the winter, how-
ever, I have often seen the cracks between the stones so well filled with
frozen mud or snow as to supply a smooth surface ; and I hope I may some-
time find leisure to make an extensive trial of the New York streets while
in this attractive condition. The city sidewalks are almoi>t all composed of
broad, smooth flagstones, — ^brick or concrete being rarely used for the pur-
pose,—but, as their curb is six inches or so above the street level, the bicycler
who resorts to them must dismount at every crossing. In a north-and-south
direction, therefore, he must make twenty stops to the mile ; but, in an east-
and-west direction, he may go by stretches nearly a quarter-mile long between

AROUND NEW-YORK. 67

the Hudson River and Fifth Avenue. East of that thoroughfare his stops
will be twice as frequent, for Madison av. is interpolated between 5th av. and
4ih av , and Lexington av. between 4th av. and 3d av. ; while the distances
between 3d av., 2d av., and ist av. are less than those between the avenues
on the west side.

There is no special municipal regulation against bicycling on the side-
walks, though each policeman may prohibit it on his own beat, under the
general orders given him to keep the walks clear of all " obstructions." It
depends upon circumstances or personal temper whether any individual
policeman exercises this right of prohibition; but the probability is against
his doing so unless the number of people on the walk is so great that no
prudent person would wish to ride a bicycle among ,them. Policemen have
urged me to mount on the crowded sidewalks of Wall Street, and have or-
dered me to dismount on upper Fifth Avenue when the walks were almost
vacant. The same officer who may grant the request to ride, if politely put
to him, for the sake of seeing " how the thing is started," may soon after-
wards, on meeting a man already in the saddle, order him to leave it, for the
sake of seeing " how the thing is stopped," or because the whim takes him
to gratify his feeling of authority by humbling the pride of the superior
creature whom he imagines to look down disdainfully upon himself from the
serene upper heights of the wheel. The street children are a much greater
obstacle than the patrolmen, however, to sidewalk touring in the metropolis ;
for the appearance of a bicycle in most of the densely-populated quarters
will generally draw out so tumultuous a swarm of them as to force the lover-
of-quiet to dismount, in order to rid himself of his escort, — even if he can
persuade them to give him a pledge of safety by taking to the roadway, in-
stead of running noisily alongside him on the walk. The children will usually
agree to this at the outset, as they are anxious to see the riding ; but the new-
comers in their ranks will continually infringe upon the rule ; and the task
of shouting Avith sufficient vigor to drive them out of reaching distance of the
rear-wheel, and of simultaneously keeping a sufficiently sharp eye for obstacles
ahead of the front wheel, is too great a task to be paid for by the pleasures of
the experience.

There is a broad sidewalk of hardened earth (having a central line of
flagstones on the 8th av. side from S9th st. to iioth St., and on the 5th av. side
from 90th St. to iioth st.) which serves as a border for Central Park, and on
which a bicycle might be driven for about six miles without more than twice
that number of dismounts being required by the curbs ; but the walk is under
control of the same persons who have charge of the walks inside the park
walls, and they prohibit wheeling upon it. This is no great deprivation,
however, for the roadway of 5th av. is macadamized from the park-entrance
to Harlem River; while a wheelman along the west side, who might wish to
avoid the Belgian blocks of 8th av. by resorting to the flagstones, would
rarely be molested, — so slight a watch is kept of the very few foot-passengers

68 TEN THOUSAND MILES ON A BICYCLE.

along that thoroughfare. The west-side bicycler, furthermore, would usually
prefer to avoid the desolate 8th av. altogether, and try the Boulevard, before
described as extending in the same general direction, a little to the west of
it ; for this is macadamized as far as 1 55th St., and probably soon will be to
its junction with the Kingsbridge road at 170th st. When I first began rid-
ing, in 1879, *^s surface was in rather better condition than now ; and the
construction of a double-line of street-car tracks, within the last few months,
will impair the facility formerly .enjoyed by the bicycler for changing from
one side of the Boulevard to the other, though each side of it will still afford
him ample space to ride upon. Four transverse roads, as they are called,
pass under Central Park from east to west, leaving 5th av. at 65th st., 79th
St., 85th St. and 97th st^ and entering 8th av. at 66th St., 8ist st., 86th st., and
97th St., respectively. The sidewalks of all the four are smooth, as are also
the roadways of some of them. The highest passage (97th st.) is the poorest
of all, and the lowest is chiefly to be recommended, on account of its near-
ness to 7 2d St., which is an important macadamized thoroughfare both east
and west of the park. The Belgian blocks of its lower border, 59th St., may
be ridden more easily in an easterly direction, because there is a descending
grade from 8th av. to sth av. At the upper end of the park, macadam covers
the whole surface of iioth st. from river to river, — ^its westernmost terminus
being the Riverside Drive. This is a broad parkway, of excellent macadam-
ized surface, which extends along the heights overlooking the Hudson, from
7 2d St. to 129th St., and which may also be entered at 11 6th st. and elsewhere.
Its average width is about 500 feet and its area is 178 acres. It has been
open to the public only two or three years, but some handsome residences
are already to be found there, and the expectation is that its eastern side will
in course of time be solidly lined with them. The same hope is held in re-
gard to the adjacent Boulevard ; and, indeed, the whole region west of Central
Park is destined soon to be covered with fine houses, though the shanties of
the squatters have not yet completely disappeared from the rocks. The)' may
still be seen, also, in the corresponding unsettled region east of the park ;
and though the avenues and streets nearest to it will finally be filled with
elegant mansions, a majority of the habitations on the lower ground near the
water will be of a humbler sort than a majority of those west of the park.
North of this is a region not yet built upon, where market-gardens and hot-
beds cover unbroken acres of ground which the city map represents as cut up
by the east-and-west numerical streets. When these are really built, upon
the lines now laid down, it is likely that many of them may be macadamized,
as 1 1 6th, 145th, I52d, and 155th sts. already are. A level, macadamized
stretch, about two miles long, straight from Central Park to Harlem River,
is supplied by both 6th av. and 7th av., but the latter has a good deal of earth
on its surface, and is much frequented by the drivers of fast horses, so that
the former is to be recommended to the bicycler, who should turn west at
145th St. and thence ride a half-mile northward to the end of 7th av., in case

AROUND NEW'YORK, 69

he wishes to cross at Central Bridge. If he continues on 145th st. to the top
of the hill, he will find the macadamized Boulevard (nth av.) just beyond;
or he may turn into St Nicholas avenue (macadamized) when half-way up the
hill, and follow it northward until (at i6ist st., where it crosses loth av.) he
finds its name changed to Kingsbridge road; while, if he turns left from 145th
SL, he may follow the avenue in a south-easterly direction, crossing 8th and
7th avs. obliquely, and reaching its end at the junction of 6th av. and iioth st.

The rider who enters Manhattan Island at Harlem Bridge (3d av. at
130th St.) may go through 127th st. to ist av. and down this to 109th St.,
mostly on macadamized surface ; thence to 92d st. the roadway is unpaved,
but I have found its frozen earth to supply smooth wheeling in December ;
while from 92d St., to its origin at ist St., ist av. can boast nothing better
than Belgian block. Th^ next thoroughfare to the eastward, Avenue A,
offers the best riding surface in that part of the city, for it is smoothly mac-
adamized from 86th st. to 57th St., and is not marred by the presence of
horse-car tracks. There is a hill at each end, and the lower one is steep
enough to be rather difficult ; but from the top of this an excellent view may
be had of the river-traffic, from the fence overlooking the water, a few rods
to the east. This abrupt terminus of 57th st. is just about opposite the jail,
which stands a quarter-mile from the southern end of Blackwell's Island;
and the end of 86th st. is just opposite the light-house which stands at the
northern point of that island. Stations of the 2d av. elevated railroad are at
both those streets, and also at 65th, 75th and 80th sts. ; and the rocky water-
front of much of this region is occupied by monster beer-gardens and picnic-
grounds, of which the one called Jones's Wood (opened in 1858) is perhaps
the oldest and most widely-known. At the foot of 86th st. a pretty little
public park is also included between Avenue B and the river.

Blackweirs Island, though two miles long, is only about a sixth of a mile
wide; and the 7/xx) people who are confined to its area of 120 acres are all
under the care of the Commissioners of Public Charities and Correction,
whose ofHce is at 3d av. and nth st. By obtaining a pass there, and taking a
ferry-boat at 26th st. or 52d St., the island may be visited at any time except
Sunday ; and I presume theVe would not be much difficulty in getting permis-
sion to visit it with a bicycle. My own written request to that effect, which
was sent several years ago, never received any response, however ; so that
my personal knowledge of the paths of the island has been gained entirely on
the decks of passing steamers, where they certainly seem very smooth and
attractive for cycling. The heavy granite sea-walls, and the massive buildings,
have all been constructed by convict labor, from stone quarried on the island ;
and though the charity hospital, blind asylum, lunatic asylum, convalescent
hospital, almshouse, workhouse and other institutions are situated there, as
well as the great penitentiary, which usually contains about 1,200 inmates, it
is the latter which gives its distinctive character to the place in the popular
imagination. Allusions to** the Island," according to the current slang of

70 TEN THOUSAND MILES ON A BICYCLE,

the city, always refer to Blackwell's Island ; and any mention of a person
who has " gone on " or " got off " the same, — ^who has been •* sent up to ** or
has " come down from " the same, — ^implies that he is an imprisoned or a re-
leased criminal.

The uppermost half-mile of Avenue A (known locally as " Pleasant Ave-
nue "), from its river terminus at 124th st. to where the water again interrupts
it near 113th st., offers a smooth surface for wheeling; and 5th av., almost a
mile to the westward, may be reached on the macadam at 124th, 11 6th, iioth
and 7 2d sts. There is a stretch of rough macadam on 128th st., from 3d to
6th avs. ; and the macadam of 11 6th st. reaches to 7th av., and will perhaps
finally be extended to the lower road of Morningside Park. This is an irreg-
ular, elongated piece of land, comprising some 32 acres, between 123d and
1 1 oth sts., and its lower road — which is a broad macadamized thoroughfare
connecting those two streets — begins at its southeast corner, which is about
500 feet from the northwest comer of Central Park. This road was first
opened to the public in December, 1884 ; and the corresponding upper road,
extending along the top of the massive wall which is noticed by passengers
on the elevated trains, will probably be finished during the present year. The
surface will be smooth, and the grades not difficult for the bicycler who leaves
iioth St. at 9th av., of which it is the continuation; while the extensive
views from the top will well repay him for a brief visit. I have never tried
loth av. below 145th st. ; but in the other direction it is ridable for two-and-a-
half miles, or to its terminus at 196th st. This is a sort of " jumping-ofiE
place," in the woods ; a bluff which the map names as Fort George, and
which gives a fine view of the meadows stretching along the upper Harlem.
Bordering loth av., at 173d St., is the embankment of the Croton Reservoir;
and from this, the highest ground on Manhattan Island, may be had a most
extensive outlook, which no stranger can afford to miss. Hard by stands
the lofty water-tower of granite, — one of the city*s most widely-known land-
marks,— and from the base of this the tourist may carry his bicycle down two
long flights of steps, to the entrance of High Bridge, whose top is a broad
walk of brick, with stone parapets, concealing the aqueduct pipes below.
The structure has thirteen arches, — cresting on solid granite piers, the crown
of the highest arch being ir6 feet above the river surface, — and it is 1,460
feet long. The beauty of the scenery makes the bridge a specially pleasant
place to walk or ride upon, and I have enjoyed several spins there ; but
recent regulations command that bicycles on the bridge must be trundled by
their owners, and not ridden. A smooth road called Undercliff av. leads
northward from the east end of the bridge ; but, if a southern course is de-
sired, the tourist may soon make a turn to the left and descend the hill into
Sedgwick av., by which he may go without stop, to Central Bridge (end of 8th
av.), a mile below.

When I began exploring this region, in '79, my northward coarse from
Central Bridge (then called McComb's Dam) was always through Central av.

AROUND NEW-YORK,

71

to the Kingsbridge road at Jerome Park, whose southern end is bounded by
it, while its eastern side is bounded by the avenue, which, a mile beyond,
forms a part of the west boundary of Woodlawn Cemetery, and then contin-
ues on to White Plains, a dozen miles to the north. I am told that most of
this upper section affords decent wheeling at certain favorable seasons of the
year ; though I found a discouraging amount of sand alongside the park, on
the single occasion, in August, when I ventured beyond its lower border.
Between there and Central Bridge, a distance of about three-and-a-half miles,
the avenue may be ridden without dismount, in both directions ; though there
are t^'o or three short grades whose ascent is apt to be made difficult by
sand-ruts, while the general looseness of surface, and the general presence of
many drivers of fast horses, combine to render the course rather unattractive
for bicycling. The northward-bound tourist had better turn off from it, about
a mile from the bridge, at the first road which branches to the left above
Judge Smith's hotel, — ^some thirty or forty rods from it, — ^the hotel being dis-
tinguished by the fact of its facing the long, straight stretch of the avenue.
This road .to the left, which may be called a continuation of Gerard av., in the
course of a half-mile makes a junction with UnderclifE av., before mentioned
as leading north from High Bridge, not quite a mile away. The combination
is called Ridge av. and extends nearly two miles to the Kingsbridge road,
which it enters almost opposite the church that surmounts the little hill on
the west of Jerome Park. This is a narrower and hillier path than Central
av., but it is a much prettier and smoother one, for it is largely overhung
with trees, and it was macadamized in 1884. The tourist who wishes to avoid
Central av. altogether, should turn left into Sedgwick av., as soon as he
leaves Central Bridge, and he may then ride continuously on macadam, and
without dismount, to the Kingsbridge road, though the ascent after passing
ander High Bridge may be rather difficult to conquer. In the southward di-
rection, too, the whole track may be traversed without a stop.

The distance from the gate of Jerome Park to the head of Broadway in
Kingsbridge is a mile-and-a-half, and the middle-point is the foot of a long
hill, which I have sometimes ridden down (though I consider the descent a
rather risky one), and which I once managed to ride up. At the foot of this
hill, the rider should turn to the right, and then, about a quarter-mile later, to
the left, down the street leading across the railroad station to Broadway.
If, instead of turning left at the foot of the hill, he prefers to keep straight
on, he will probably have to dismount at the railroad tracks, if not also at the
little Farmer's Bridge, spanning Spuyten Duyvil Creek, and at certain points
on the causeway leading to the hotel, situated at its junction with the main
road, which reaches down to loth av, at i62d St., four-and-a-half miles below.
If he goes up this road for a quarter-mile, and crosses the creek again at the
true King's Bridge, and turns down to the right for forty rods, he will reach
the head of Broadway, after having covered about twice the distance required
by the direct route from the foot of the hill, as before described. This route',

72 TEN THOUSAND MILES ON A BICYCLE,

being newly macadamized, is preferable to the causeway, even though the re-
turn journey to the city is to be immediately begun, along the main road from
King's Bridge. The macadamized surface of this favorite thoroughfare has
varied greatly in quality during the half-dozen years that I have been ac-
quainted with it ; but, when in average condition, it may be ridden in either
direction without dismount. A short hill just beyond the Inwood school-
house is steep enough to stop many northward riders, however; and the
ascent of Washington Heights, in the other direction, has been long enough
to stop many others, though its descent has afforded excellent coasting for
nearly a mile. I use the past tense, because, at the present writing, the rocks
which form the basis of the road are being blasted away, and its ultimate
grade will be essentially lower than before. I have never visited what the
maps designate as the " Public Drive," or " Boulevard," extending from In-
wood Station (Tubby Hook), along the bluffs of the riverside, to nth av. at
1 56th St., three miles below ; but its names seem to imply a smooth surface,
— at least prospectively. It passes the point, about a mile directly west of
the tower at High Bridge, where stood Fort Washington, an exten§ive earth-
work which the British captured in November, 1776, thereby causing the
evacuation, four days later, of its companion stronghold. Fort Lee, on the
New Jersey side of the Hudson. The mansion of Madame Jumel, which
served as Washington's headquarters during that historic autumn, still stands
on the heights overlooking the Harlem, just east of loth av. and a short dis-
tance below the water-tower. According to the city map, the swampy low-
lands of this region, which extend from the river's edge to the foot of the
heights, are ultimately to have a Boulevard, beginning at 1 50th St., and reach-
ing around the Fort George bluff to make a junction with the Kingsbridge
road at a point opposite Tubby Hook, a distance of three miles. The half
mile or more of road northward from the hook, to the end of the blufif which
terminates the island at Spuyten Duyvil Creek, is probably ridable; but
there is no way of crossing the creek, except on the uncovered ties of the
railroad bridge.

My description of the chief cycling routes on Manhattan Island being
thus completed, I return to the foot of Jerome Park where the Kingsbridge
road crosses Central av., and say that the road continues a somewhat wind-
ing southeasterly course for a half-mile, until it crosses the railroad tracks al
Fordham, after a sharp descent. Just before beginning this descent, it
makes a junction with another smoothly macadamized road, leading south-
westerly to its terminus, a mile distant, at Fordham Landing (or Berrian
Landing), a little railroad station on the Harlem. This cross-road is inter-
sected at its middle point by Ridge av., before described ; and I recommend
it as the best route from Fordham to that avenue, while I at the same time
offer warning against it, as having no outlet at the riverside. " Pelham and
Fordham Avenue " is the double-name given to the prolongation of the Kings-
bridge road, beyond the railway crossing ; and, by riding a straight easterly

AROUND NEW^YORK,

73

stretch of half-a-mile or more upon its southern sidewalk (great good luck may
allow this to be done without dismount), the tourist reaches the Southern
Boulevard, on whose macadam he may then spin along for a half-dozen miles
without dismount, to its terminus at Harlem Bridge (3d av. at 133d St.). The
upper terminus of this Boulevard is Central av. at Jerome Park, about a mile-
and-a-half distant from Pelham av. ; but I found that upper section too sandy
for bicycling, when I first tried it, in '79, and I suppose it is so still, though
macadam will doubtless be applied to it at last. The surface of this Southern
Boulevard has varied greatly during the years that I have been familiar with
it ; but it has no difficult grades, and, at its worst, it is always ridable ; while,
at its best, it supplies some of the smoothest and swiftest stretches for riding
that can be found in the whole metropolitan district. If one turns west at
the first macadamized street above Boston av. (whose crossing of the Boule-
vard is distinguished by horse-car tracks), he may ride smoothly for about a
mile to Tremont (whence I have wheeled . along the railway line a mile or
more northward to Fordham), and I presume there may be at least one fairly
ridable road among the three or four which lead from Tremont to Central
av. Another pleasant easterly route from this last-named thoroughfare may
be found by crossing the bridge above Gabe Case's hotel, which is about a
third-of-a-mile above Central Bridge, and walking up a short hill (165th st.) to
the entrance of Fleetwood Park at Walton av. This has a macadamized
surface, upon whose gentle downward slope the rider may go without stop to
138th St., where he will cross the railroad track at Mott Haven station and
soon reach 3d av., a quarter-of-a-mile above Harlem Bridge. Walton av.
may also be reached by taking the first easterly road above Central Bridge.
From the rocky hill-tops along this route, some fine views may be had.

Twenty-four miles is the distance from Harlem Bridge to the bridge over
the little Byram River, by which the tourist crosses from Port Chester, the
easternmost town on the shore of New York, into the State of Connecticut.
Such is the distance, I mean, in case he takes the route described in my cha|>-
ter on " Winter Wheeling " ; and the average excellence of its surface is
shown by the fact that, on the 26th of April, 1884, I traversed it all during
four hours of the forenoon, spite of considerable rain. On that month, also,
macadam was applied to the " bad three miles " above the drawbridge at
Pelham Bay, transforming the same into one of the smoothest and pleasantest
stretches of the entire route. A quarter-mile below this bridge, Fordham and
Pelham Avenue, before mentioned, branches off from the Eastern Boulevard
and extends in almost a straight line westward, for four miles, until it crosses
the Southern Boulevard where the latter's macadam ends. If macadam ever
replaces the present soft surface of these other broad roadways, the bicycler
will be enabled to make a continuous circuit of more than a dozen miles upon
them without a dismount. Just about at the middle point of the six mac-
adamized miles of Southern Boulevard, the Westchester turnpike, which is
also of hard surface, branches off northeastward ; and when the tourist has

74 TEN THOUSAND MILES ON A BICYCLE.

traveled along it for three miles, and crossed the creek of the same name, he
may tiirn left into a soft road, whose several branches all lead into the East-
ern Boulevard, in the direction of Pelham Bridge. I recommend him, how-
ever, to continue on the hard road to the right, for nearly a mile, until it
crosses the Boulevard at the hamlet of Schuylerville, from which point he can
follow its side-paths to the bridge. Before doing this, he may make a pleasant
detour to the shore of the Sound, a mile-and-a-half beyond, by keeping straight
ahead, on the same macadamized track. Near the end of this, I recollect
taking a very smooth spin of a third-of-a-mile, along a road to the west, which
had no outlet ; and I think that the road leading east, and terminating at the
entrance of Fort Schuyler, on Throggs Neck, is most of it fairly ridable, if not
also macadamized. At all events, the region is an attractive one for the city
cycler to explore.

^On the 19th of April, 1883, the centennial anniversary of the day when
Washington proclaimed to his army at Newburgh that the long fight was
ended, I made a pilgrimage to the historic battle-field of White Plains,
situated midway between the waters of the Sound and the Hudson. A mile
below the bridge by which I entered Port Chester, and near the foot of its
main street (opposite a little park, containing a music stand), there branches
westward a broad avenue which is called *' Purchase " for the first mile, and
afterwards " Westchester." Up this I started, at a quarter-past nine, and
rode most of the grades, on the sidewalk flagstones, to the top of the high
hill. Macadam, not yet trodden smooth, covered the downward slope, and I
walked up the latter half of the ascent which followed. Beyond a big water-
ing-trough of stone, the road makes a turn to the left ; and at that point I
climbed up on a lofty rock in the neighboring orchard, and watched the
waters of the Sound for half an hour, since that was to be my last chance for
the day. Thence I wheeled, by an average good road, winding among the
hills, but pretty level, near the Mamaroneck river, to the soldier's statue, in
White Plains, opposite which a turn must be made to the left, to reach the
center of the town. I, however, proceeded up the wide thoroughfare called
Broadway to the old cannon, which marks where the American line was
drawn up to receive the British, in the battle of 1776. Beyond this is still
another monument, in the form of an ancient mortar, which marks a second
historic point in that day's strife. I used the west sidewalk in ascending the
hill, but returned in the roadway, and when I entered the street opposite the
bronze soldier (Railroad av.), I met with a most excellent stretch of mac-
adam, along which I coasted down into the village. Beyond here, after
crossing the Bronx river, I found good riding, on a somewhat winding track,
composed of light loam, which would probably be loose and dusty in dry
weather; and I did no walking till I reached the hill after crossing the tracks

iThis paragraph is from The Bicycling World, May 18, .1883, p. 18. The remainder of the
article is from Tht fVkeel, March (13, 27) and May, 1885.

AROUND NEW-YORK.

75

near a railway station. This point was five miles from the cannon on the
battle-field, and the cannon was seven miles from Port Chester. Another
mUe brought me to the Vincent House in Tarrytown ; and, as I suddenly
emerged from the woods upon the crest of the hill leading down to the same,
the unexpected sight of the Hudson, which is three miles broad at this point,
and of Nyack on the bank beyond, was refreshing in the extreme. A tourist
would do well to rest there before descending to the level of Broadway, on
the west side of which, a few rods to the north, stands the Vincent House.
As the slope of Benedict av. is a sharp one, and makes a right angle with
Broadway, it should be descended with care.

At a point called Elmsford or Hall's Corners, — about midway between
White Plains and Tarrytown, I crossed the Nepperhan or Sawmill river, a
little stream which runs through a pleasantly-secluded and thinly-settled
valley, parallel to the Hudson, which it gradually approaches until it empties
into it at Yonkers, ten or a dozen miles below. During all this distance a
dirt road runs along the east side of the stream, and I am told that its surface
is fairly ridable for many seasons of the year, and that it has few steep grades.
A railway also runs beside the river, generally on its west bank ; and at Ash-
ford station, about four miles below Elmsford, a fine macadamized roadway
stretches west, for a mile, to intersect Broadway at Dobbs Ferry, on the
Hudson. About half-way between Ashford and Elmsford, there is another
cross-road to Broadway at Irvington ; and still another such track branches
off from the river road, about half a mile above, and passes through the
hamlet of Dublin. I hardly suppose that these supply very good riding ; but
at the cross-road next below Ashford (two miles), Broadway at Hastings
is less than a mile distant, and I think that a part of the track (Washington
av.) is macadamized. All of these cross-roads from the Hudson, and some
of the others between Hastings and Yonkers continue eastward to Cen-
tral av., whose course is generally within half a mile of the west bank of the
Bronx river, all the way from Jerome Park to White Plains.

The Vincent House, in Tarrytown, is perhaps the most notable objective-
point known to metropolitan tourists, and it has been recognized as such
from the earliest days of cycling. The approach to it from 59th St., either
at 5th av. or at 8th av., is usually called 25 miles ; and, though there are
several variations in the route, it may be generally designated as " Broadway,
a macadamized turnpike, overlooking the Hudson River, and identical in
most of its lines with the old post road to Albany." Not many miles of its
surface are absolutely level ; and, of its numerous hills, some are too long and
some are too steep for comfort ; but I have ridden every one of them, in both
directions (I except the highest hill at Dobbs Ferry, where a choice of gentler
grade is possible); and, on the 7th of November, 1882, between 2.45 and
6.38 P. M., I rode without dismount from the Vincent Hoyse to 59th st. and
then back to Washington Heights (155th St.), a distance which my
cyclometer called 29^ miles, though it is usually considered to be somewhat

76 TEN THOUSAND MILES ON A BICYCLE,

greater. 1 am told that this 25-m. route has been traversed in each direc-
tion without dismount by several other riders, though the exact statistics of
their journeys are not known to me ; and nothing more need be said to desig-
nate this as the longest and finest straightaway course leading out of the dty.
When I first tried it, on the afternoon of November 24, 1879, ^ found a good
riding surface as far as the pond about a mile northwest of the Vincent
House ; and then, aiter walking up the hill past Sleepy Hollow Cemetery, I
trudged through the sand for nearly two miles, or to a point very near the
great arch of the aqueduct. Here I was assured that the road continued
just as soft all the way to Sing Sing, say four miles beyond; and so I
returned to the hotel for the night. The fact that there is no other good
public house nearer than Yonkers, a dozen miles below, coupled with the
fact that it stands so near the end of the smooth roadway, and is just about a
comfortable hal£-day*s journey above 59th St., explains its exceptional im-
portance as a cycling landmark. The casual wheelman will always be sure of
finding an excellent dinner awaiting him there, at one o'clock in the after-
noon, at a cost of seventy-five cents ; and ample facilities exist for supplying
special accommodations to larger parties who may arrange for the same in
advance. Several respectable restaurants and oyster saloons may also be
found in the village, chiefly along Main St., which makes a right-angle from
Broadway, where one descends it not far above the Vincent House, and
which then slopes sharply to the railway station and steamboat dock, on the
river level, about a half-mile from the hotel. At a similar distance above the
latter, on the west side of Broadway, stands the monument to mark the spot
where the British spy, Major Andre, was captured in 1780; and at the cross-
roads, a little beyond here, by taking the left, through Beekman av. and
Cortlandt St., another smooth descent may be made to the railway station.
By turning to the right at the cross-roads just named, and soon again to the
right at the next crossing, one may enter the County House road, which
climbs over the ridge to East Tarry town, a mile distant, on the Sawmill river-
road. This is more than two miles above Elmsford, where I crossed that
road on my ride from White Plains; and the map shows that it follows the
stream up to its source at Pleasantville, five miles further. I hope to explore
it some day, and perhaps push on through Chappaqua and Mount Kisco to
the Croton river, — ^the road along which, for the last five or six miles, before it
reaches the Hudson, above Sing Sing, ought to prove fairly level and ridable.
A third route northward from Tarrytown to Sing Sing is ofitered by the
Sleepy Hollow road, which is about midway between the sandy Albany turn-
pike and the Sawmill valley; but of its character I have as yet no knowledge.
The southward route from the Vincent House along Broadway, to the
King's Bridge (14^ m.), is probably as pleasant a one for the wheelman as
any similar short stretch in America ; and, though he may comfortably cover
it without leaving the saddle, he will be disposed, on his first visit, at least,
to stop many times, for the better viewing of its numerous points of scenic or

AROUND NEW-YORK. 77

historic interest Four miles from the start, where the direct road leads up a
steep hill, surmounted , by a church, he should swerve to the right ; and then
he may coast through the main street of the village for half-a-mile before
ascending the gentle grade which will bring him again into Broadway. Even
on a northward tour, this roundabout course is preferable, though the church
hill may be ridden up in that direction for quite a distance, and possibly even
to its summit, by a stronger rider than myself. Here, at Dobbs Ferry, the
residence of ex-Judge Beach is notable as being the self-^ame house in which
Washington signed the treaty of peace with Great Britain, May 3, 1783. At
Hastings, two miles below, a pleasant detour of a half-mile may be made
through the village, by turning to the right at the fork, though the final up-
grade is rather steeper than that of the direct route ; while, on the northern
journey, this descent towards the river is apt to be passed by unnoticed, so
sharply does it curve backward from the main road. A half-mile below this
point, another fork offers a choice of routes for half-a-mile, — the left having
the steepest grade, and the right usually the softest surface. This river-road
through the woods affords several fine views of the stream, and of the
Palisades which tower above its west shore. It may be more easily ridden
in the other direction ; and the only time when I ever got through it without
stop, while touring southward, was on the occasion 6f my long straightaway
ride. The northward tourist may recognize it from the fact that it branches
off just Above the point where the termination of the macadam reminds him
that he has reached the city-limits of Yonkers. The other road is a trifle
shorter, but I should consider the rider very lucky who could go through it in
either direction without a dismount. Perhaps one or both of these half-mile
stretches will soon be properly paved — thereby closing the only gap in a con-
tinuous macadamized track between the Vincent House and 59th st.

The Getty House, facing the little open square of that name in the center
of Yonkers, three-and-a-half miles below the northern city-limits, is reached
by a descent of more than a mile of varying grades, the lowest one being the
steepest. I have never ridden up this but once — ^which was on the forenoon
of the same day when I covered the whole course southward without stop—
and, though the sharp pitch is only a few rods long, it is the most difficult one
to conquer on the entire course. The rider who conquers it, and then keeps
in the saddle for another mile of up-hill work, will probably feel about as
thoroughly tired as I did, when he gets to the top. Even in descending this
steep slope he should exercise considerable care, for he must then ride about
forty rods towards the left, through a street usually crowded with vehicles, to
reach the Getty House comer. If he still keeps to the left for another fifty
rods, through Main St., he will reach Nepperhan av. (which makes a right
angle to the left, and by which he may turn backward towards the northeast,
if he wishes to reach the Sawmill river-road) ; and by continuing southward
for twice that distance he will re-enter Broadway, about two-thirds of a mile be-
low the Getty House. I myself generally prefer the Broadway route, whether

78 TEN THOUSAND MILES ON A BICYCLE.

going northward or southward, though the distance is a trifle longer, and a hill
is to be climbed which the Main st. route avoids. About a mile below the
junction of the two routes, Valentine's Lane branches westward through the
trees, to make connection with Riverdale av., a quarter-mile distant ; and the
unpaved grades of this cross-road used nearly always to force a dismount, in
the days when Riverdale av. supplied the only practicable path between
Yonkers and the King's Bridge. When I had managed to worry through this
lane, on the occasion of my straightaway ride from Tarrytown, in 1882, I felt
confident that, barring accidents, I should succeed In reaching 59th st. without
stop. But the lane need no longer be resorted to, for the macadam of Broad-
way now stretches unbrokenly to Spuyten Duyvil Creek, — the last unpaved
section having been covered with it in 1884, — and affords a charming ride of
more than two miles through a well-wooded valley, where the houses are not
numerous enough to be obtrusive, and where there is only one ascent long
enough to be tiresome.

A very long and tiresome ascent, however, does confront the rider who
starts northward from the creek by the old route, which was the only practi-
cable one until the recent macadamization of Broadway at Mosholu. Turn-
ing sharply to the left when he leaves the King's Bridge, he will cross
the railway tracks after about forty rods of rough macadam, and then turn
to the right, up the long hill of Riverdale av., whose top is a mile and a half
from the bridge. If he can keep his saddle for the first thirty rods of the
climb, he need not stop short of the summit (for the upper grades are gen-
tler), and he may thence continue without dismount for two miles, to Mt. SL
Vincent, — though some of the intermediate slopes are steep enough to make
the novice groan. On the descending grade of this hill he should turn to
the right, into Valentine's Lane, before described, if he wishes to reach the
macadam of Broadway ; and he may recognize the lane as forming the north-
em boundary of the grounds that slope downward from a large public-build-
ing of red brick, upon the crest of the hill. Here the northward tourist sees
the Hudson for the first time after leaving 1 55th st., and he also gets his first
view of Yonkers. Instead of turning into the lane, he may keep straight on
for a mile and a half, to the center of the city, though the soft spots in the
road will probably cause more than one dismount. The ancient Manor
House, which serves as the City Hall and which is one of the very few his-
toric structures of America having a record of more than two centuries, stands
here at the corner of Dock st., fronting on Warburton av., though this is
simply a prolongation, for a mile, in a perfectly straight line, of the less-
straight Riverdale av., which crosses the outlet of the Sawmill river just
before reaching Dock st. From the end of the ridable sidewalk of Warbur-
ton av., which terminates abruptly in the northern outskirts of the town, one
must walk up-hill for a half-mile through the woods to reach Broadway, —
passing a spring of good drinking-water a few rods from this. I have never
descended this hill to Warburton av., though 1 think it would have to be

AROUND NEW-YORK. 79

walked ; but the views which may be had of the Hudson and the Palisades,
when riding along the avenue, repay an occasional choice of this lower route.
The route from the center of Yonkers, through Nepperhan av. northeast-
ward, is a smoothly-macadamized one as far as the first road which crosses
it beyond the aqueduct arch. The tourist should follow this road down to
the right, for one block, to the cemetery, where he Mrill turn left up the Saw-
mill river-road. On the 17th of December, 1884, my first dismount on my
first trial of this route was caused by a hill which is three miles and a half
from the Getty House ; but I did much walking on the three miles between
that hill and Ashford (where I struck the macadam leading back to Broadway
at Dobbs Ferry), though, at a more favorable season, I presume the whole
circuit might be covered, in either direction, without a stop. The tour
between these parallel and heavily-wooded ranges of hills must surely be a
very pleasant one to take in spring or early summer ; and the Tuckahoe road,
leading eastward across Central av. to the village of that name, and Yonkers
av., leading similarly to Mt. Vernon, both seemed smooth enough to tempt
me to explore them, on the day I have mentioned, in spite of the warning
snow-flakes. I have been assured that fairly ridable roads connect both
Tuckahoe and Mt Vernon, with the east-side thoroughfare along the Sound,
which I have already described ; and I have no doubt that there are many
other routes well worth exploring in this terminal triangle of Westchester
County, whose base-line I have drawn at the road connecting Port Chester
with Tarrjrtown. Nevertheless, the famous macadamized turnpike, parallel to
the shore of the river which forms the west side of this triangle, will always
make the strongest appeal to the bicycler at the outset of his touring in the
metropolitan district. Alongside it stand the country castles of our mer-
chant princes, the rural palaces of our railroad barons, and the more modest
mansions of other wealthy people who are wise enough to understand that no
amount of architectural magnificence can avail to *' found a permanent family
residence " in America, or to prevent unsentimental heirs from knocking it
down with an auctioneer's hammer as soon as the opulent originator has been
safely stowed away under the sod. The first notable roadside residence, which
the tourist northward from Yonkers may be presumed to have some curiosity
about, is less than a mile above the place where the cross-road from the
terminus of Warburton av. joins Broadway; and it comes into full view,
standing on a knoll to the west, as the rider twists around the crest of a short
hill and enters the straight, sloping stretch which it faces upon. Its name,
** Greystone," describes the material of this long-fronted, angular "bachelor's
hall " belonging to Samuel J. Tilden, ex-Governor of the State. Half a
mile above the churches in Irvington, at the first cross-road, if one turns
towards the river for a similar distance, he may reach "Sunnyside," the
former residence of Washington Irving; and " L5mdehurst," Jay Gould's
castellated mansion, of white limestone, is next but one to the north of
" Sunnyside." About half-way between Irvington and Dobbs Ferry, or some-

So TEN THOUSAND MILES ON A BICYCLE.

what nearer the latter, on the eastern slope, stands the house of Cyras W.
Field, who is popularly ranked with the owners of " Lyndehurst '* and " Grey-
stone " as having amassed millions by '* developing " the elevated railways of
the city ; but who deserves a higher rank than they in the world of wheeling,
by reason of his having caused that mile of smooth macadamized roadway to
be built from Ashford station to the Hudson.

Instead of ascending the Riverdale hill to the right, after crossing the
railroad tracks west of Kingsbridge, I once explored the region to the left
(Dec. i8, 1883), when a thin film of frozen snow covered the road, which
might prove fairly good in summer. It winds along close to the railway,
crossing it twice by bridges (near the point of the Wagner train accident,
whose horrors were then fresh in public memory), and ends in a little less
than a mile, at Spuyten Duyvil station. From here, a venturesome tourist
might possibly scramble across the ties of the railroad bridge and up the
heights to the road which leads to Tubby Hook; but I preferred to turn
about and ascend a long hill, by a winding road through the woods, mostly
ridable, in spite of the snow, until I entered Riverdale av. at a little less
than a mile above the railroad crossing. The distance from the station to the
poiift of entering the avenue was a mile and a half; and the entire circuit
thus amounted to about three miles and a quarter. A barn-like structure, de-
voted to the sale of " wood and coal, hay and oats," stands at the point on
the avenue where the road for Spuyten Duyvil branches off through the
woods. Between this point and Mt. St. Vincent there are two smooth roads
which branch westward to the river and conned with each other at the sta-
tion and settlement called Riverdale ; and a detour may well be made through
them, for the sake of the view. The map shows a road extending from this
station, for about three-quarters of a mile, parallel to Riverdale av. until it
joins the same at Mt. St. Vincent ; and it probably offers good riding, though
J have never chanced to make exploration there.

Tarrytown lies on a certain famous twelve-mile stretch of the Hudson
which is called the Tappan Sea, because it has a breadth of more than two
miles for nearly all that distance. The voyage by ferry to Nyack, which lies
directly opposite, on the west shore, is, therefore, a not insignificant one ; and
the smooth road southward alongside that shore to Piermont offers as pleas-
ant a three-mile spin as wheelman's heart can wish for. Thence he must
turn inland to Sparkill (ij m.), Tappan (li m.), Closter (4m.), Tenafly (4 m.)
and Englewood (2J m.), and be content to do most of his riding — and a
good deal of walking— on the side-paths of rather sandy and hilly roads.
It took me four hours to cover the thirteen miles, on the 26th of May, 1882,
when the track was probably in average condition ; though the bright spring
weather made even slow progress a pleasure (if, indeed, it did not invite me
to be slow), and I stopped a good while to stare at the sunken-roofed stone
house near the hotel in Tappan, where the luckless Major Andr§ was jailed,
a century ago, before being executed, on the adjacent eminence, which has

AROUND NEW'-YORK, 8i

since carried the name of Gallows Hill, and which must reach pretty close
to the State line of New Jersey. A macadamized road connects Englewood
with Fort Lee (5 m.)) whence ferry boat may be taken across to 130th st ,
just a short distance from the Boulevard. I have tried this route in the
opposite direction only. Walking up-hill for a half-mile from the dock
(though most or all of this might be ridden), I mounted at the fork in the
road, and went without stop for two miles, to a point beyond the great
Palisades Hotel, since burned, — ^whence a broad roadway stretches in a
straight line to Englewood (2^ m.). The last half of this may be coasted,
but I should think the ascent could hardly be made without a stop.

The obstacle which forces the tourist coming down the west side of the
Hudson to turn inland at Piermont is the Palisades, " which is a name ap-
plied to a long, perpendicular, apparently columnar wall that extends in an
unbroken line thither from Fort Lee (20 m.), rising directly from the water's
edge. This wall is nearly uniform in altitude for the greater part of the dis-
tance, though it varies from 300 to 500 feet in height ; but it is narrow, being
in some places not more than three-quarters of a mile wide. Its top is singu-
larly even, affording a long, narrow table-land, upon which there is a scant
growth of trees. The air is salubrious and the prospects are superb, — the
opposite low verdant shore, for a long distance to the north, affording a
charming picture."^ From the site of the burned hotel, a dirt road extends
northward through the woods of this remarkable ridge to Alpine (5 m.) op-
posite Yonkers, which may be reached by ferry ; and the map shows the path
prolonged even to Piermont; but I presume that the bicycler who tried it
would do more walking than riding. The descent to Fort Lee had better not
be coasted in summer time, on account of the crowds which frequent the hotel
there. Southward from Fort Lee one may ride along the shore without stop
for nearly two miles, when he may turn up the hill at Edgewater ; or he may
continue along it for another mile to Shady Side, where he has a second
diance to ascend ; or he may ride still another two miles to Weehawken, and
there walk up the hill. This is opposite 59th St., though the ferry boat runs
to 42d St., and Fort Lee is opposite 155th st., though its ferry, in like manner,
lands the passenger a half-mile lower down. By good luck, the five miles
may be ridden in either direction without stop, but the last half of the road
has little to recommend it ; and, as its surface and surroundings increase in
badness the nearer one gets to Weehawken, the southward-bound traveler
woold do well to climb the hill either at Edgewater or Shady Side.

It is a quarter-mile walk from the river-road to the crest of the hill at
Edgewater, whence a fine view may be had of the city ; and one may ride south-
ward from there, by Builds Head Ferry av., past Guttenberg (2 m.) and the
great water-tower (i^ m.), without stop, to the foot of the hill (i m.) where the
m^^/iam gives place to Belgian blocks. On these, or on the flagstones of the

i"Apiiletons' Dicdonary of N«w York,** p. 166.
6

82 TEN THOUSAND M/LES ON A BICYCLE.

sidewalks, he may thence work his way to Hoboken Ferry (3 m.), unless he
prefer to take one of the horse-cars which will be within his reach soon after
passing the tower. The ferry marks the terminus of one of the great railway
lines (always called " the D., L. and W.,'* from the initials of its very long
name), and its boats will take a man either directly across to Christopher si^
hardly more than half-a-mile from Washington Square, or down to Barclay st,
somewhat less than that distance from the City Hall. Taylor's Hotel, in
Jersey City, a well-known landmark, stands at the entrance to Jersey City
Ferry, which is the terminus of the Pennsylvania railway, and its boats land
both at Cortlandt st., immediately opposite (four blocks below Barclay st),
and at Desbrosses St., which is three-quarters of a mile above, and a half-mile
below Christopher st. Communipaw Ferry, the terminus of the Jersey
Central railway, is three-quarters of a mile below Taylor's Hotel, and lands
all its passengers at Liberty st, the next below Cortlandt st. Three-quartere
of a mile above Taylor's Hotel, and a half-mile below Hoboken Ferry, is
Pavonia Ferry, the terminus of the Erie railway, whose boats land both at
Chambers st. (four blocks above Barclay st.) and at 23d St., two miles above.
The distances mentioned as separating the ferries on the Jersey side are
much shorter than those the traveler would in fact be forced to traverse, in
going from one to the other, for there is no street which directly connects
them anywhere near the water-front. In getting from Hoboken to Taylor's
Hotel, for example (May 26, '82), I wheeled more than two miles,-^much of it
on the sidewalks (for flagstone walks are abundant enough in all these squalid
suburbs), though I found one main road fairly ridable. I once tried a western
route from the hotel (Nov. 16, '80), by turning into Grand St., and then, at a
point 2\ m. from the ferry, taking the plank road for 3 m. alongside the canal
and across the marshes between the Hackensack and Passaic rivers. This
brought me to a disagreeable suburb of Newark which I believe is called
Marion, and I then wheeled on the sidewalks, or else went afoot for nearly
3 m., until I reached the smooth pavement at the head of Central av. My
usual route to that point from the New York ferries, however, seems far
preferable to the one just given, and I thus described it in TJu IVhteiman
(June, 1883, p. 219) : "The road leading up Bergen hill, near the tunnels, may
be reached by wheeling on the stone sidewalks, — the distance being a mile
from Hoboken Ferry, and somewhat greater from the lower ferries. From
the top of the hill to the bridge over the Hackensack (1} m.), there is side-
walk riding, mostly on a down grade, requiring only a few dismounts ; and
then the wheelman may go without stop across the marshes (3^ m.), on a
macadamized roadway, though this is sometimes made rather difficult by
mud and ruts. Another mile or so of sidewalk riding, in a perfectly straight
line, leads to the bridge over the Passaic, which, for the sake of convenience
in description, I have previously assumed as 'the apex of the eight-mile
Newark-and-Orange triangle,* or as the imaginary point of junction of the
chief avenues belonging to that 'triangle,-" I might better have placed my

AROUND NEW-YORK. 83

imaginary point an eighth of a mile west of the river, however, where Bridge
St enters Broad st, for the corner building, in the northeast angle between
them, contains Oraton Hall, the " Z. & S." headquarters of the New Jersey
wheelmen ; and as the tourist may there find the latest news as to roads and
routes, he would do well to reckon distances from it as a chief objective point.

Returning from that point, by the route just given, to the top of Bergen
hill (6 m.), he may there turn northward and try the sidewalks for 2 m. in a
straight line (passing the reservoir on his right, \ m. from the start) ; but the
road in the course of another mile bends westward down the hill to Home-
stead station, and then crosses the marshes to Carlstadt (5 m.), — ^and [ know
nothing of its character. At the specified distance above the reservoir,— or
at considerably less distance,^-one may go eastward j^ m., by the cross streets,
until he reaches Palisades av., near the edge of the ridge, whose sidewalks
are ridable in a bee-line for 2} m., affording the tourist an excellent panorama
of the great city on the opposite shore. The old turnpike from Hoboken to
Hackensack crosses the head of this avenue, \ m. above the Monastery
(whose sightly position, on the heights opposite 27th st., makes it a prominent
landmark for many miles around) ; and the street which is just behind the
Monastery forms the eastern front of the reservoir, exactly two miles below.
At the north end of Palisades av., the tourist should .turn east for \ m., until
he reaches the south end of Bull's Head Ferry av., about \ m. below the big
brick water-tower before described. If he wishes to go to Hoboken, he may
cither descend northward to the horse-car tracks, and then continue his
descent southward by the route already given (p. 81), or he may keep right
along eastward and southward by the old Hackensack pike. Assuming his
wish to continue northward, however, his first chance to descend to the river
level will be at J m. above the water-tower (half way between it and Gutten-
berg), where a rough and winding road, which must be walked in either
direction, connects the avenue with Weehawken Ferry. This is the terminus
o£ the West Shore railway, whose boats go to 42d St., and the rocky excava-
tions of whose tunnel are noticed by the tourist a little to the north of the
water-tower. I recommend him, however, to keep right up the hill, through
Guttenberg, and then (J m. beyond, where a chance offers of going down to the
river) to turn westward \ m., and northward \ m., to the little bridge over
the ravine, where he may descend southward to Shady Side (J m.), or con-
tinue northward to Edgewater and Fort Lee (ferry to 130th St.). The stretch
of 7 m. from the upper end of Palisades av. to this terminal point, could
probably be covered, by a good rider, without leaving the saddle.

The best wheeling in all that region, however, is offered by the Bergen Line
Boulevard, a broad macadamized roadway, 2\ m. long, lying nearly parallel to
the Bull's Head Ferry av., and \ m. west of it. Blacque's Hotel, and Nun-
gesser's, two well-known road-houses, face each other at the head of the
Boulevard, and they stand on a line drawn due west from 95th st. Their dis-
tance from the ravine-bridge on the hill behind Shady Side is just a mile.

84 TEN THOUSAND MILES ON A BICYCLE.

and, though the route has two or three turnings, it is not likely to be mistaken.
The macadam terminates where the Boulevard crosses the West Shore
tunnel ; and though the tourist may continue straight along, on the sidewalks,
to the Hackensack turnpike (} m.), and thence to Palisades av. {\ m.), I rec-
ommend him to turn off at Fulton st^ \ m. from the tunnel, and ride across
to the water tower, \ m. Rumors have reached me of a plan to prolong the
macadam of the Boulevard to Bergen Point, a dozen miles below the tunnel ;
but I do not expect that so magnificent a scheme will be realized in m.y life-
time. The map shows a series of parallel streets extending all the way from
the Point (which is separated from Port Richmond, on Staten Island, by only
\ m., of the Kill van KuU's waters) to the cross-roads on Bergen hill, 7 m.
above, where my own explorations have ended. Much of this neck of land
between Newark bay and New York bay is less than a mile wide, and all of
it seems to be hilly, and to exhibit a rather poor class of houses. Wheeling
there would presumably not be pleasant, but I mean to attempt it, some time,
in connection with another visit to Staten Island.

From Blacque's Hotel, at the head of the Boulevard, one may go northwest-
ward, over a course which is often too rough to be ridable, to Fairview (ij m.),
a gentle grade towards the end turning off sharply into a steep descent At
the foot of this, he may turn northwestward again, by Hackensack pike, for
the Club House at Ridgefield (i m.), whence two northwest roads (rather
sandy, the one nearer the railway being preferable) lead to Englewood (5 m.).
From there he may return to Fort Lee, along the macadamized route already
described (p. 81). Southward from Fairview to the toll-gate at Machpelah
Cemetery (2 m.), I have found (May 7, '83) the Hackensack road to supply
pleasant wheeling, with one easy hill ; but as appearances below were less
favorable, I turned about, for i m., and then ascended by a macadamized
cross-road to the Boulevard, \ m. to the east, — ^passing another parallel road,
midway between the two. The distance from the cemetery, by the Hacken-
sack pike, to the head of Palisades av., is about 2 m., and two roads branch
off from it to Homestead, whence the thoroughfare distinguished by telegraph
poles stretches across the marshes to the hills at Carlstadt (5 m.), as before
described. Other routes connecting Newark with New York (at 130th st
ferry : by way of Belleville, Carlstadt and Ridgefield ; by way of Little Falls,
Paterson, Hackensack and Ridgefield ; and by way of Paterson and Engle-
wood,) are described in my thirteenth chapter, "Coasting on the Jersey
Hills " ; and the latter might perhaps be recommended as supplying the best
connection with Boonton, or even Morristown, — leaving Newark entirely
aside, in favor of Singac, Fairfield and Pine Brook.

My descriptions have doubtless made this fact plain : that the proper
entrance to Manhattan Island for every touring wheelman from the south or
west, who wishes to ride there, or to prolong his journey to the north or east,
is at 130th St. (ferry from Fort Lee), instead of at the down-town ferries con-
nected with the termini of the five great railway lines. My recommendation

AROUND NEW^YORK, 85

to a cycler who may be brought by train to any one of the four below
Weekawken, is to push westward With his wheel to the top of Bergen hill, or
else, as a second choice, to try one of the two specified ascents above
Hoboken, and thence face northward to Fort Lee. The stranger, however,
may readily utilize the ferries to shorten the northward wheeling distance,
and at the same time give himself a chance to watch the river traffic. Thus,
if he leaves the Jersey Central train, down opposite the Battery, its boat will
land him at Liberty st., one block above which he can take the Pennsylvania
road's boat back to Taylor's Hotel, and its other boat across again to
Desbrosses st- Four blocks above this, and \ m. below Christopher st., is
the starting point of a line of steamboats for Fort Lee ; and as these also
make a landing near the foot of 23d st., the traveler who comes in by Erie
train may sail all the way to 130th st., and disembark there after only two
changes of boats. Those who disembark from the down-town boats oif the
other three railways, at Liberty St., Cortlandt st. or Barclay st., need walk less
than half a mile to reach the Erie boat at Chambers St., which will take them
back across the river to the other Erie boat for 23d st. ; and, in like manner,
the D., L. & W. boat up to Hoboken may be taken at Barclay st. by passen-
gers from the other three railways, who prefer this double passage of the
river, with a little walking on the New York side, to the task of pushing a
bicycle two or three miles on the sidewalks and back-streets of Jersey City.

Along this two miles of river front, from " Pier i " at the Battery to
" Pier 51 " at Christopher st., the docks are continuous, and serve as points of
departure for nearly all the ocean steamers, as well as for a great number
of others which ply to points on the Sound, the rivers and the sea coast. The
famous *• floating palaces " for Albany and Troy at the north, for New Lon-
don, Stonington, Providence and Fall River at the east, all start within \ m.
of Desbrosses st. ; and the three last-named lines, which conduct an immense
passenger traffic with Boston, start within less than \ m. of the City Hall.
The connection between all these docks and piers and ferry-houses is West
St., which extends in front of them, its inner side alone being solidly lined
with buildings ; and South st. performs a similar service for the two miles of
docks which stretch upwards from the Battery along the east side, the great
Brooklyn Bridge being suspended over them at about the half-way point.
Each of these streets is poorly paved and is usually crowded with heavy
traffic, so that the horse-cars of the east-side and west-side Belt lines make
slow progress through them, and are often delayed by ** blocking." The lines
take their name from the fact that, starting at the Battery, they keep quite
near the opposite edges of the island, until they join each other again at SQth
St., the lower border of Central Park. The east-side Belt runs through A v.
D to 14th St., through Av. A to 23d St., and through ist av. to 59th St., while
the west-side Belt runs through loth av., which is a prolongation of West st.
above 14th st. T believe these lines are the only ones in the city which are
chartered to transport baggage as well as passengers ; and the bicycler may

86 TEN THOUSAND MILES ON A BICYCLE,

always be sure that, for a fee of 5 or lo cents, he can get .his wheel carried,
on the front platform of a Belt car, to the point on 59th st. where he may at
once touch the macadamized roads to the northward, either at 8th av., at 5th
av., or at Av. A. On the other lines, I presume that a quarter-dollar, or per-
haps a smaller perquisite, would quiet any scruples which the commander of
the car might have about admitting a bicycle to the platform, when no passen-
gers were crowding it. I recollect that no objection was made when I brought
my machine down from 11 6th st. to 59th St., on an 8th ay. car; though I was
then able to pack it in smaller compass than usual, on account of having
broken it in two. On general principles, I should caution a stranger against
hiring a city expressman to transport his wheel, unless he is content to see it
put up at sheriffs sale, to pay for " charges." Perhaps even then he would
have to go to Ludlow Street Jail, until his friends at home could raise the
cash balance still due to the honest carrier.

The keepers of the railway baggage-rooms in the ferry-houses will give
an official receipt (brass check) for a bicycle left in their charge, but " their
charge " will be a quarter-dollar, when it is redeemed. Such storage-places,
in addition to their safety, and their convenience to a man who wishes to go
about the city a little before taking his wheel up to 130th st. by the river
ferries, or to 59th st. by Belt car, have the special merit of being accessible at
all hours of the night as well as of the day. A tourist entering the city dur-
ing business hours (8 A. M. to 6 p. m.), at any of the designated ferries between
Liberty st. and Chambers st., will always be welcomed to temporary storage
for his wheel at the office of the Pope Manufacturing Co., 12 Warren st.,
which is next south of Chambers St., and which extends from the river to
the City Hall Park at Broadway, \ m. At the entrance of its salesroom may
be seen the old original " Columbia No. 234 " (as explained on p. 48), making
a mute appeal for " 1,000 more supporters " for this present true history of its
strange life and adventures. Second only in importance to my remarkable
bicycle, there stands hard by another unique object, which has helped it to
give celebrity to the city: I mean the great structure spanning the East
River,— "the largest bridge in the world,"— whose terminus is just across
the park. The length of the bridge considerably exceeds a mile (5,989 ft.),
and its breadth (85 ft.) allows a central promenade (13 ft.) for foot passengers,
two railroad tracks on which run passenger-cars propelled by a stationary
engine at the Brooklyn end, and two broad roadways for vehicles, on the
outer sides. The central span across the water, hung from towers whose tops
(measuring 120 ft. by 40 ft.) are 278 ft. above its surface, is 1,595 feet long;
the span on each side, from the tower to the anchorage, is 930 feet long ; the
approach from the terminus to the anchorage is 1,562^ ft, long on the city
side and 971 ft. on the Brooklyn side ; the height of the floor, at the towers,
above high-water mark, is 1 19^ ft. and it increases thence to the center where
it is 135 ft. above. The Brooklyn terminus is 68 ft. above high tide. The
grade of the roadway is 3^ ft. in 100 ft.; and its material is stone blocks along

AROUND NEW-YORK, 87

the approaches, and transverse planks in the center. Construction began
January 2, 1870, and the bridge was opened May 24, 1883. ^^^ cost has ex-
ceeded $1 5,000,00a*

The only time that I ever honored this celebrated structure by driving
"No. 234" across it, was on March 25, 1884, when I felt constrained to do
something extraordinary by way of celebrating my wheel's happy escape from
beneath the heavy hand of the United States Government, and by way of
compensating it for the ignominy of a week's enforced association with the
underlings of the custom-house. As all eastward-bound vehicles cross in the
south roadway of the bridge, and all westward-bound ones in the north road-
way, there is no chance for collision, and the path is wide enough to allow
a bicycler to ride past a team which may be moving too slowly. He himself
will probably prefer to move rather slowly, however, both in order that he
may better enjoy the view, and because the surface is not favorable to rapid
riding, — to say nothing of the upward half of the grade. Perhaps the southern
roadway affords the rider a finer outlook, though the views on both sides the
bridge are wonderfully attractive, and no visitor to the city should miss the
enjoyment of them. The pedestrians* promenade in the center, having an
unobstructed outlook in both directions, may be recommended as the prefer-
able place for the sight-seer ; and caution may be offered against the gratings
in the stone-paved approaches of the bridge, as liable to entrap the tires of a
bicycle. The boats of Fulton Ferry start just below the bridge-tower on the
Brooklyn side, — ^though they are \ m. below the tower on the New York
side,— and in each city they start from the terminus of a thoroughfare called
Fulton St. The other terminus of this, in New York, at West St., is within
two blocks of the ferries at Cortlandt st. and Barclay st. (} m.); but a tourist
who enters the island at either of those points and wishes to take ferry to
Brooklyn, is recommended to trundle his wheel down Broadway to Trinity
Church, and thence through the famous " gold-mine " which it faces, to Wall
Street Ferry, whose boat will land him at the foot of Montague st. Walking
to the top of the hill, 30 or 40 rods, he may wheel thence without dismount,
mostly on asphalt, to the entrance to Prospect Park (2I m.), which is the
object that all New Yorkers have in view, whenever they go to Brooklyn.

The distinguishing section of this route is supplied by Schermerhorn st.,
an asphalt stretch of f m., included between Flatbush av., from which it
starts diagonally, and Clinton St., which terminates it at right angles ; and this
terminus is the point towards which wheelmen's routes converge from all the
lower ferries of Brooklyn. Thus, from the Wall Street Ferry, the rider
should go \ m. on Montague st. and then turn right for \ m. on Clinton St., to
reach the point in question. From South Ferry, he should go \ m. on the
Belgian blocks of Atlantic st., then turn left into Henry st. (which is paral-
lel to Clinton St., and, like it, stretches straight southward from Fulton st. to

"Appletons* Dictionary of New York,*' p. 79.

88 TEN THOUSAND MILES ON A BICYCLE.

Gowanus Bay, i^ m.), then right, into Joralemon st^ then right, into Clinton
St. From Hamilton Ferry (which is considerably further south, though its
New York landing is at the Battery, close to South Ferry), he should go
through Hamilton av. to Union st. and then to Henry St., where his route will
be the same as before given, — the whole distance being asphalt except a few
rods of stone at the ferry. From Fulton Ferry he should walk up the hill,
one block to the right, to Columbia Heights, upon whose broad western side-
walk he may wheel \ m. without dismount, to Montague st. This same route
should also be taken by passengers from Catharine Street Ferry, and it may
be taken by passenger who comes over the Bridge, — though in each case
there will be need of a preliminary \ m. of sidewalk business. A more
direct route from the Bridge terminus is to follow the sidewalk of Fulton st.
for \ m., until Clinton st. is met, branching off diagonally to the right ; or
else to reach Henry st. by going a few rods along any one of the side streets
which branch off to the west from Fulton st.

It will appear from the foregoing that a tourist who lands in New York
at any of the ferries on West st., and who prefei-s (instead of visiting Wall
St., as suggested) to follow that same street down to the Battery (either on
foot, or in a Belt car), may there begin a long or short sail across to landings
in Brooklyn, which are almost directly connected with the asphalt pave-
ments, that reach without break to Schermerhorn st. The Battery is
also the starting point of the ferry boats for Staten Island. Brook-
lyn, however, by means of the so-called annex boats, which start from Ful-
ton Ferry, has direct water communication 'with all the railway termini
on the Jersey side of the Hudson; and the traveler from the south or west
. is thus enabled to reach Long Island without setting foot in the city at all.
Assuming him now to be at the head of Schermerhorn st., whatever route may
have brought him there, I remark that its asphalt usually has holes enough
to demand careful riding, and that the act of getting over the horse-car tracks,
at several of the cross streets, is sometimes rather troublesome. Belgian
blocks, of easily ridable surface, will be found on Flatbush av., where one
leaves Schermerhorn st., and also between 7th av. and the Park terminus ;
but most of its south-side pavement is asphalt, as far as 7th av., down which
(or down 6th av.) one may continue on asphalt to Lincoln pi., or to Berke-
ley pi., and then ride up the hill, still on asphalt, by either of those parallel
streets, to the stone-paved circle, known as the Plaza, which forms the
entrance to Prospect Park,— i m. from the end of Schermerhorn st. The
most direct route from Fulton Ferry to that point is through Fulton st. and
Flatbush av. (ij m.); and a stranger who may have any curiosity to see the
City Hall, or the shops of the chief business thoroughfare, can trundle his
wheel in that direction and occasionally improve a chance for riding it on the
sidewalk flags or the Belgian blocks of the roadway. The United States
Navy Yard may be entered at the City Park, which is less than i m. from the
City Hall, and which may be reached more directly by going through Sands

AROUND NEW-YORK, 89

st^ at the terminus of the Bridge. The Naval Hospital is near the other ex-
tremity of the government grounds, i m. east of the City Park, and with-
in ^ m. of Bedford av., which is an important thoroughfare (mostly of asphalt
surface), beginning at Division av. (J m. from the ferries leading to Grand st.
and Roosevelt st. in New York), and stretching thence southward, 2^ m., to the
Eastern Boulevard, at a point f m. west of the end of its macadam, and 1} m.
east of its beginning, at the stone-paved Plaza before Prospect Park.

The area of ground contained in this is 550 acres, and purchase was
made in June, 1866, for $5,000,000. The lake covers 6i acres, and is over-
looked by the "carriage concourse" (186 feet above the ocean-level, but
easily accessible by bicycle), whence a fine view may be had. The " drives "
for carriages extend over a distance of 8 m., there are 3^ m. of bridle-road,
and II m. of pedestrian pathways and rambles, lined with fine old trees, and
amply supplied with drinking fountains, arbors and rustic seats. ^ Nearly all
the walks afford a good wheeling surface of concrete or else hardened gravel ;
and the bicycler may well disport himself upon them for two or three hours,
in a leisurely exploration of all their various turns and windings; for no
restriction has ever been put upon such use of the walks, since the earliest
recorded days of Brooklyn bicycling in '79. But, if he wishes to treat the
central walk of the park as a thoroughfare for reaching the lower entrance,
he will find the distance thither to be 2 m., divided about midway by ** the
gardens," where he will have to dismount and take his wheel down the
steps and across the road ; and he is advised to dismount also at the next
crossing. Entrance is made to " the gardens " on an up-grade, from under
an arch; and a turn up-hill to the right will take one to the "concourse"
before named, while a turn to the left will lead across the road without the
necessity of climbing down any steps. Still a fourth route may be taken at
" the gardens " by going down the steps towards the lake, and following the
path which skirts it : finally crossing the " west drive " and taking a path
down to the park entrance, just opposite the end of the more direct path.

From this southern entrance or exit of the park, there stretches the Bou-
levard—officially termed the Ocean Parkway, 200 ft. wide and 6 m, long —
directly down to the ocean beach of Coney Island. After a short westward
turn from the entrance, it extends due south, though there is one broad angle
near the end which causes a variation from a perfectly straight line. The
broad central roadway of the Boulevard is separated from the narrower road-
ways on each side, by sidewalks shaded with double rows of trees, and it can
be ridden in either direction without dismount, at almost any time between
March and December, though the condition of its surface greatly varies
with the seasons. It is often thronged with pleasure vehicles (especially its
northern half), and it witnesses a great deal of fast driving and racing, —
stones, marking \ m., being prominently placed along its west side, for the

l"AppletoDs' Dictionary of New York,'' p. 46, somewhat altered.

90 TEN THOUSAND MILES ON A BICYCLE.

benefit of those who wish to time themselves. The grades are unimportant^
though they sometimes call a halt when the surface is muddy, or when the
road-master's roller has been too long absent. At the ocean side, one may
comfortably wheel, on concrete or plank walks, to Vanderveer's Hotel, on
the west (open all the year round), or to the more fashionable Brighton and
Manhattan hotels on the east, which are open only from June to October.
During that interval, the return may be made to New York or Brookljm by
various lines of steamboats and railway cars ; but the man who wheels back
must simply retrace his outward course, — ^though the map shows a highway
stretching through Gravesend, New Utrecht, Fort Hamilton and Bay Ridge
to the west side of Greenwood Cemetery, whose eastern border is quite near
the southern entrance to Prospect Park.

Two miles east of its northern entrance, where the macadam of the Bou-
levard ends, the tourist may turn to the left, and then proceed northeastward,
by rather rough road to East New York (i m.), where he will strike what is
called the Jamaica plank road (though its surface is mostly rough and rutty
macadam, rather than planks) ; whose first toll-gate is met in about i m., and
the second one in } m. This is just 3 m. from the end of the Boulevard (as
measured by me July 30, *8o, and April 7, '84), and on the latter date I had
an excellent spin for about 2\ m., or until I passed under the railway. Ja-
maica is about 2 m. beyond this ; but I only proceeded half that distance
before turning off into the Hoffman Boulevard, a sandy and hilly thorough-
fare, much of it unridable, which extends northward to Newtown, 4^ m.
Macadam stretches thence westward through Winfield, and up a steep hill
which I was barely able to ride (July 13, 1880), for almost 2m.; followed by
i^ m. of poor sidewalks, to Queens County Court House, and then i m. of
smooth flagstones, to Hunter's Point Ferry. This route from Newtown may
be varied by turning northward from the macadam, \ m. after crossing the
railroad at Winfield, and going i m. more by a somewhat winding course to
" Dickinson's " a well-known cross-roads tavern, and thence z\ m. to Astoria
Ferry, which is the northernmost connection between Long Island and New
York. Its opposite landing is at 92d St., just above BlackwelPs Island, but
its boats also make a half-dozen passages daily down to Beekman st, adjoin-
ing Fulton Ferry, 6m. below. My earliest printed road-report describes a
ride from Astoria Ferry (Aug. 29, '79), " northward, along the flags of the
sidewalk, for about \ m., till the macadam is reached at the top of a hill by
a church, — on Trafford St., I think. Thence a down-grade leads to the shore
road, which is excellent for more than a mile, though a short, rough hill re-
quires a single dismount. The view of the Sound just above Hell Gate is
before the rider all the while, and is a very pretty one. Afterwards, at the
street whose terminus is just south of the ferry, beside the bridge over Suns-
wick Creek, and whose name I think is Broadway, I rode due east on the dirt
and flag sidewalks for i m. or more. By turning left, I might thei> "have
reached the direct road for Flushing, which I tried on a return journey some

AROUND NEW- YORK, 91

time later ; but I should recommend the tourist thither to go to the end of the
shore road, before described, and there turn inland to meet the Flushing road,
at a point 2 m. from the ferry. His own route to that point will thus be 4 m.,
and though I am unacquainted with the latter half of it, I am sure it cannot
be more disagreeable than the 2 m. of direct road. The southward route
from the bridge at the ferry, which I crossed on foot, allows riding on the
flag-«tones I m. without dismount, to the post office at Ravenswood, and
then I m. more without dismount to the ferry at Hunter's Point."

This ferry lands nearly opposite, at 34th st., also at 7th st. (i^ m. due
east from Washington Square), and at James Slip, which is the third pier
above the tower of the big bridge. Next below James st. is Roosevelt St., by
whose ferry a return may be made up the river to the Broadway Ferry,
Brooklyn, which is within \ m. of the asphalt of Bedford av., as before
described ; or the Brooklyn side may be reached near the Bridge, by taking
ferry at foot of Catherine st., which is second above James st. The Broad-
way Ferry connects Broadway, Brooklyn, with Grand St., N. Y., which is an
important thoroughfare stretching westward across the island to Desbrosses
St., whose ferry is 2\ m. distant, and may be reached directly by horse-car. In
New York, the ferry takes its name from Grand st., and some of its boats go
to Grand st. in Brooklyn, \ m. north of the Broadway landing, and just south
of the ferry to Houston St., N. Y. This is also an important thoroughfare,
through which the tourist may trundle his bicycle i m. to Broadway, and then
a similar distance to West St., \ m. below Hoboken Ferry. At the east
end of Grand st., and very near the east end of Houston st., one may take a
" green " car which runs to the Weehawken Ferry, at 42d st., crossing 5th
av. at Broadway and 23d st. From the foot of 23d st., J m. east of this cross-
ing, another ferry may be taken to Greenpoint av., Brooklyn, which is i m.
below the ferry at Hunter's Point, and a similar distance above the one at
Grand st. This Greenpoint Ferry also sends boats to loth st., i^ m. east of
Washington Square. The boats between Astoria and Beekman st. make a
stop at Greenpoint av., or very near it; but the excursion steamers to Flush-
ing, Roslyn, Glen Island and other places on the Sound, rarely land on the
east side at any point above Fulton Ferry, though they take New York passen-
gers at or near Grand st., loth st., 23d st. and 34th st. At Glen Island there
are extensive sidewalks of concrete ; and the tourist may thence easily cross
to the macadamized roadway of the mainland, at New Rochelle, and either
wheel directly back to Harlem Bridge, or else proceed to Port Chester and
Tarry town, by routes given on pp. 73-76. Newtown Creek is just below Hun-
ter's Point ; and the interval between there and the asphalt of Bedford av.
(3 m.) contains no better pavement than Belgian, while sidewalk-riding
presumably requires a dismount at every curb, — though two lines of horse
cars are available for the journey. What were formerly the villages of Green-
point and Williamsburg are now combined to form Brooklyn's ** Eastern Dis-
trict" (abbreviated to E. D., for postal purposes), and its only building

92

TEN THOUSAND MILES ON A BICYCLE,

prominent enough to serve as a landmark is the Williamsburg Savings Bank,
whose dome can be seen from quite a distance. It may serve to pilot the
wheelman to the head of Bedford av., \ m. south and west. A fountain marks
the head of the avenue, whence one may go on the Belgian pavement of 4th
St. four blocks to Broadway, and thence four blocks to the ferry.

Prospect Park, in Brooklyn, seems alwa3rs to have been managed by men
of intelligence, whose governing motive has been to make it as pleasant a
resort as possible for all classes of citizens ; instead of a red-tape lab3rrinth for
the exhibition of " rules," or a piece of political plunder whose "patronage"
might help their own personal aggrandizement. Hence, though it is some-
what illogical in the managers to welcome cyclers to the walks (where wheels
do not properly belong) and to exclude them from the macadamized roadways
(where they by right ought to be, with the other pleasure carriages), their
mistake is one of judgment, and it causes little practical inconvenience. They
were quick, at the very outset, to recognize bicycling as an attractive and
gentlemanly pastime, well-worthy of their approval and encouragement ; and
their rules concerning it, however unwise they may be in fact, or unjust in
theory — were based upon that friendly belief, and not upon stupidity, nor
perversity nor narrow-minded ill-will. The Park Commissioners of New York,
on the other hand, seem to be a rather ignorant and dull-witted set of people,
whose quarrels and " dead-locks " over the great question, " How to make * a
fair divvy * of the patronage ? " have been for years one of the minor scandals of
metropK>Iitan government. The average intellectual caliber of men who let a
magnificent popular pleasure-ground fall into decay while they, its appointed
conservators, devote most of their official lives to wrangling over the engage-
ment of John Smith as gate-tender or the dismissal of John Brown ste cart-
driver, is evidently not large enough for the easy reception of new ideas.
Hence comes about the absurdly amusing anachronism that the managers of
the most famous public park of the most enterprising and novelty-welcoming
nation on the face of the globe have decided to " write themselves down ** in
history at the very last end in the list of obstructionists, who will have finally
been forced to submit to the inevitable and grant wheelmen the simple justice
of " equal park-privileges " with other citizens. The rulers of Central Park
may putter and palaver with the plain commands of Fate for a while longer,
but the ultimate execution of those commands is just as inexorable as if they
were addressed to people endowed with a better capacity for recognizing
manifest destiny.

Nearly six years ago, I printed a half-column letter in one of the city
dailies,! saying- "The announcement that the Park Commissioners, at their
yesterday's session, decided * unanimously ' against the admission of bicycles
to Central Park, though it may seem to the uninitiated like a final settlement
of the question, in reality only serves to open it. There are at present prob-

iln TJu Warldy October 27, 1879, fifth page, fourth column.

AROUND NEW-YORK.

93

ably no more than a dozen or fifteen bicycle riders in the city, and as they are
naorganized and unacquainted with each other^ it is plain that the * unanimous
nq^tive ' of the Commissioners was called forth by the petition of only a
very few individuals. When the number of metropolitan bicyclers increases
to lOOb as it surely will within twelve months, or to 500, as it probably will
within two years, their right to share the benefit of the public parks can
hardly be disputed by any one« When, then, the bicycle riders shall outnum-
ber the horseback riders, though they may not demand the ' equal justice ' of
having a like number of roads built for tkdr exclusive use, they will surely
have influence enough to gain for their wheels the full freedom of rolling
along the existing roads. * * * After all, however, jt may happen that
the metropolitan bicyclers of the future will not ride in Central Park. The
dreadful possibility that I refer to is that the Park of the future may not be a
fit place for a gentleman to ride in. Certainly, if its paths and other belong-
ings are allowed to go towards destruction as rapidly in the immediate future
as they have gone during the brief period since Mr. Frederick Law Olmsted
was so politely thrown overboard by the revolution of a machine which is
not a bicycle (I mean the machine called ' city politics *), no bicycler will
have any inducement to visit it, except it be the mournfully sentimental one
of gazing upon a magnificent ruin."

Surreptitious spins on the park paths and roads were occasionally
indulged in» during i879-'8o, mostly " 'neath the light of the midnight moon,'^
by youngish riders who cared less for their own personal dignity than for the
adventurous " fun " of slipping noiselessly past the drowsy guardians of the
forbidden domain; but, in the spring of j88i, the clubs of the city united in
a formaT petition that their just right to enjoy its privileges be recognized.
A favorable report was made, on the ist of June, by that one of the Park
Commissioners to whom the matter was referred, as a special committee (S.
H. Wales, resigned April 4, 1885); but the majority " objected," and so put
upon the wheelmen the necessity of making a test-case. Accordingly, at about
9 A. M. of Saturday, July 2, — a forenoon made memorable by the assassin-
shot fired at President Garfield, — three of their representatives entered the
park at 6th av. and iioth st.: H. H. Walker, of the Manhattan (aged 33),
riding a bicycle, and S. C. Foster and W. M. Wright, of the Mercury (aged
28 and 26 respectively), riding a tricycle. Their arrest quickly followed, as
by arrangement with the captain of police, and, after the few hours' detention
needed for the formalities of refusing to pay a $5 fine and of securing a
release on parole, the long-talked-of suit against the Park Commissioners
was fairly under way. More than a year later, Judge Lawrence, in Supreme
Court, Chambers, decided it by saying that he would not interfere with the
jndgment of the Commissioners, though he made no pretense of defending that
judgment ; and in March, 1883, the Supreme Court, in full bench, sustained
this technical decision, " not to grant the petition for a writ of habeas corpus ^'^'^

lAn abflCract of this was given in Tht Whttl^ July 19, 1883, p. 173 ; an abstract of the

94 TEN THOUSAND MILES ON A BICYCLE,

Public opinion, as represented by the press, arrayed itself with constantly
increasing emphasis on the side of the cyclers, during these two years of
" lawing," however ; and " politics " had meanwhile substituted one or two
men of modem ideas for the " objectors " of the old-red-sandstone period, in
the composition of the Board ; so that, when the League voted to have its
fourth annual parade in New York, permission was graciously granted the
paraders to wheel through the park. The appearance of 700 of them there
(May 28, 1883) served still further to fix popular approval, and Commis-
sioner Viele, in responding to a toast at the evening's banquet ** said that it
was the first day in many months in which there had been no accidents in the
park from runaway horses, and showed by the whole tenor of his speech that
he was in favor of allowing wheelmen all the privileges accorded to horse-
men." The following week, June 8, the Park Commissioners voted the use
of the " west drive " of the park {S9th st. at 8th av. to i loth st. at 7th av.),
between midnight and 9 a. m., to such members of the League as the Pres-
ident thereof might recommend them to issue passes to, — he consenting to be
held responsible for the conduct of these favored ones while in the park. The
privilege was soon extended so as to include the Riverside Drive " except
between 3 and 7 P. m." ; and the exception, so far as I am aware, wais never
enforced. In fact, after the first few weeks of the experiment, no proper-ap-
pearing bicycler was ever asked to show his " certificate," at any hour, on the
Riverside Drive, — and very rarely was he asked for it when entering the park
itself before 9 a. m. Last autumn, however, the anger of the authorities was
aroused somewhat by the sight of numerous " beginners," ununiformed and
unskilful, wobbling and tumbling about the lower part of the Drive ; and, as
a remedy, the orders now in force were issued, December 4, 1884.

These rules ignore the League in favor of the clubs, and substitute for
the written permit (which the gate-keepers were too lazy to demand a sight
of) a metal badge (" to be inscribed with the owner's name and worn upon
the left breast ") of such monster size as to challenge general notice. To
wearers of these badges, the Riverside Drive and the west drive of the park
from 59th St. to 72d St., are open at all hours ; and the west drive from 72d
st to iioth St. is also open from midnight until 9 a. m.; except that tricycles
are not admitted to the park at all. " Lighted lamps must be carried at
night ;" and this is also one of the rules of Prospect Park. The rule that
" badges will be issued only to competent riders, members of regularly organ-
ized and uniformed clubs, whose captains will be held responsible for the
conduct of their members," was modified in January so as to include those
of the unattached who are willing to prove their competency by a display of

lawyers' speeches, April la, i38a, p. 117; the report of Commissioner Wales, with st^ggested
rules for bicycling in the park, Feb. 1, 1S82, p. 76 ; Comments of " J. W.'* upon these nilesand
upon a volume containing 940 pp. of " testimony in the case," Feb. 15, i88a, p. 84. The expenses
of litigation were borne by the Pope Mfg. Co., of Boston, and amounted to nearly $8,000, as is
explained, with other details of the case, in their little book, " What and Why,*" pp. 48-50.

AROUND NEW-YORK.

95

whcelmanship satisfactory to a representative of the Commissioners, " who
will conduct an examination of candidates, in front of the Arsenal, every
Friday morning.**

In process of time, of course, all this tiresome official tomfoolery will be
thrown overboard in New York, just as all similarly silly devices (for inter-
fering with the right of cyclers) have already been thrown overboard by every
other civilized city in the world. No vehicle invented by man ever stood in
so little need of " regulation ** (to prevent interference with the rights and
pleasures of others) as does the modem bicycle or tricycle ; and the only
"rule " about it that needs enforcing in a public park is the same rule that
most be enforced there concerning every other pleasure-carriage : namely, its
expulsion from the roads whenever the incompetence or recklessness of its
driver renders it a public nuisance. The incompetence or recklessness of our
Park Commissioners has insured to New York the bad eminence of standing
last on the list of cities whose road-rulers have shown the mental and moral
strength requisite for grasping this simple truth. The length of the interval
by which the metropolis of America is destined to lag behind the other great
capitals of the world, in respect to doing justice to cyclers, may be shortened
in three ways : (i) by increasing the pressure of public opinion upon the exist-
ing Commissioners ; (2) by trying to insure the accession of men of modern
ideas to vacancies in the Board ; (3) by carrying the test-case to the Court of
Appeals, in order that final judgment may there be pronounced on its merits,
and on the ultimate authority of the Commissioners, after a presentation of
arguments by the ablest of lawyers.^

** Number 791," on the east side of Fifth Avenue, just opposite the S9th
St. entrance to Central Park, was the wheelmen's headquarters in the early

1 Central Park has an area of S40 acres (exclusive of the 15 acres of Manhattan Square and
the 3^ acres of Morningside Park, which are separated from it by 8th av.) ; and the work of
creating it oat of a waste of rock and swamp was begun in 1857, — ^the credit for the> landscape
design of it being doe to Frederick Law Olmsted and Calvert Vaux. Its length exceeds i\ m.
by S56 ft., and its breadth is 79 ft. more than \ m. Tlie length of its macadamized carriage-
waiys or drives, haring an averse width of 54 ft and a maximum width of 60 ft., is about 9 m.;
the length of the bridle-paths, having an average width of z6i ft., is about 5^ m.; and the
lei^h of the walks or footpaths, having an average breadth of 13 ft and a maximum breadth of
40 ft , is about 38^ m. The wooded ground covers about 400 acres, on which have been set out,
dnoe the opening of the park, more than 500,000 trees, shrubs and vines. The Croton Reser-
voir, which extends nearly across its entire width, may be considered as separating it into two
parts,— the part lying above the northern Ime of the reservoir comprising about \ the area of the
park. Its seven western gates, on 8th av., are at 59th, 72d, 79th, 85th, 96th, looth and xxoth
sts. ; and the seven eastern gates, on 5th av., are at the same streets, except that 90th takes the
place of 85th, and load takes the place of looth. The reservoirs have an area of 143 acres, and
the lakes of the park cover 43 acres additional. A description has already been given of the
four transverse roads (p. 68) which allow the east<and-west traffic to go on beneath the level of
the park ; and some statistics of the future may be added, for the sake of completeness, con-
cerning the six new parks which have been inojected, in and near the annexed district, north of
the Harlem River : (i) Van Cortlandt Park, just below the Yonkers line, within less than a
mk of the Hudson River, 1,069 acres; (2) Bronx Park, between West Farms, and William's

96 TEN THOUSAND MILES ON A BICYCLE.

years of metropolitan cycling. A shabby wooden structure there supplied
shelter for the clubs, whose respective "rooms" were inclose connection
with the office, salesroom and repair-shop of a bicycle agency, — afterwards
removed to 59th st The establishment of G. R. Bidwell & Co., on 60th st
(No. 4), now offers to cyclers in that part of the city all nee4ed facilities for
repairs or storage. Bicycles and tricycles may there be hired (at 50c. or 75c.
for an hour — %2 or I3 for a day of twelve hours) for use upon the road ; and
learners may secure the aid of " a competent instructor of six years' experi-
ence," in the spacious riding-school on the second floor, which extends across
the front of Nos. 2 and 4. Below it (No. 2) are the rooms of the Ixion Bicy-
cle Club, for two years occupied by the Citizens Bicycle Club, whose perma-
nent home is on 58th st. (No. 313, north side, a few doors west of 8th av.)
The Wfuel of April 18, 18S4, presented a picture and full description of " this
first house ever built to be specially and entirely devoted to the use of a bicy-
cle club," and praised the success of the architect, a club-member, who de-
signed it. The corner-stone was laid December 27, 1883, and the dedicatory
reception was given December 3, 1884. The material of the house is brick
and terra-cotta, and it covers a lot measuring 100 by 20^ ft. In order to have
legal possession of this important piece of property, the club was incor-
porated under the laws of the State, August 30, 1883 (though its organization
dates from June i, 1S82) ; and its printed list of active members in August,
1884, exhibited 76 names. The rooms of the New York Bicycle Club (organ*
ized December 18, 1879, and having 41 active members and 7 honorary ones,
in February, 1885), are in the building at the corner of 57th st. and Broadway
They have served satisfactorily as headquarters for the past two years ; and
as the club-janitor is housed in the top story, entrance can be had at any
hour. The members of this oldest city club are banded together, as a matter
of business convenience, for riding and touring purposes, — distinctively if not
exclusively, — and, while not lacking in esprit for the organization as such,
they do not depend at all for their other social pleasures upon meetings at
the club-house. A similar characterization may be applied to the Brooklyn

Bridge, divided by the river, 653 acres ; (3) Crotona Park, below N. 3d and Boston a^s., 135
acres ; (4) Mary's Park, in Morrisania, about 25 acres ; (5) Claremont Park, about ] m. east
of High Bridge, 38 acres; (6) Pelham Bay Park, on Long Island Sound, about 1,700 acres.
With coastal indentations and open water-front, this park will have a shore line o! nine miles ;
and it is to be connected with Bronx Park and Van Cortlandt Park by a macadamized boule-
vard.— " Appletons' Dictionary of New York," pp. 50, 348, somewhat altered.

At the present writing (April 14, 1885) the New Parks Bill, proposed by Mayor Grace, as a
substitute for the act of 1884, whose provisions are presented above, is pending before the New
York Legislature. This bill reduces the total area of the six parks fr<»n 3,945 acres to 1,400
acres,— cutting oflf Pelham Bay Paric entirely, and substituting for it Edgewater Park (33 acres),
now known as Spofford*s Point and bounded by Edgewater road, Hunter's Pcnnt rood, Farragul
St. and the shore of the Sound. The bill reduces Van Cortlandt Park to about 750 acres, Brooz-
Park to about 300 acres, and Crotona Park to 90 acres ; and it limits to $1,000,000 the amount to
be raised by tax at the outset, whereas the act of 1884 requires the issue of $3,000,000 in botlds.

AROUND NEW-YORK. 97

Biqrcle Club (organized June 21, 1S79), whose rooms are at 366 Livingston
iX^ corner of Flatbush av^ one block north of the asphalt of Schermerhorn st.
The new headquarters of the Long Island Wheelmen (50 members) are i m,
beyond this, on the corner of Flatbush av. and 9th av., just at the entrance of
Prospect Park. .The rooms of the Heights Wheelmen (at 159 Montague St.,
north side, about half-way between Henry and Clinton sts., \ m. from the
ferry), are very generally frequented by the members, as a sort of social
resort, in much the same way that the Ixion rooms are used, in New York j
and the Brooklyn Heights Bicyclers,, a boys' club, store their wheels near by,
at 188 Columbia Heights. In the Eastern District, the rooms of the Bedford
Cycling Club (organized October 5, 1884, and having about 25 members) are
at 775 Bedford av.; while at 159 Clymer st., just off from the asphalt of Bed-
ford av. stands the club-house of the Kings County Wheelmen, a two-
story structure of brick, newly refitted for its present tenants. Organized
March 17, 1881, and legally incorporated May 7, 1884, this club has always
been a very active one in regard to the management of racing and social
** events " ; and, in respect to the number and enterprising good-fellowship o{
its members, it ranks as a sort of east-side counterpart of the Citizens Bicycle
Club, of New York. Its house is within \ m. of the ferry, and is quite near
the rooms long occupied by the club at 138 Division av.

At each and all of these club-quarters, the visiting wheelman is likely to
find at least a few members waiting to welcome him, on almost any evening;
and, on Saturday afternoqyis and Sunday. popmings, he will be likely to find
several ^t them rea^yjfc'^ficorapany hiB| over their favorite roads. If he
reach the club-rooihsf(4SViAg business hours, when no members are in attend-
ance, he will usually ^d a janitor in charge, to whose keeping he may safely
entrust his wheel. A storage room for bicycles may also be found in the
basement of " the magnificent temple of the New York Athletic Club," on
the southwest corner of 6th av. and 55th St., though I allude to it chiefly for
the sake of calling the stranger's attention to the existence of this " finest
athletic club-house in the world," which cost $300,000, and was taken posses-
sion of by its members in February, 1885. As regards the rapidit)' with which
the visitor may make combination of the various ferry-routes which I have
described (pp. 85, 88,91) as a means of getting around the city, and as regards
the expensiveness of the process, I may say that the ferries near the foot of
the island make very frequent passages, and charge a toll of one, two or
three cents; which is increased to ten cents in the case of the Battery boats
to Staten Island, the "annex " boats connecting Jersey City with the Brook-
lyn end of the Bridge, and the East River boats connecting the New York
end of the Bridge with Astoria and Long Island City (Hunter's Point, oppo-.
site 34th St.). A tax equal to the toll is exacted against the bicycle on most
of these routes (Staten Island, I think, is one of the exceptions) ; whereas the
boats at 130th st. (loc.), 42d st. (5c.) and between Canal st. and Fort Lee
(15c.) make no charge for the machine, if my own experience represents their
7

98 TEN THOUSAND MILES ON A BICYCLE,

rule. These up-town ferries, and also the ones running from Astoria^ make
fewer trips than those in the down-town region, and they stop business for
the night at an earlier hour. Five cents is the uniform fare on all the horse-
car lines of the city, on the Broadway stages, and on the elevated railway's
during six hours of each day (5.30 to 8.30 a. m., and 4.30 to 7.30 p. m.), and
during the whole of Sunday. During the other eighteen hours of the other
six days of the week, the fare is ten cents, on all the elevated roads ; and I
. recommend the visitor to ride the full length of all of them, as the cheapest
way of exhibiting to himself the magnitude and massiveness of the metropolis.
I3y starting at the Battery in a train of the so-called 6th av. line (which
enters that avenue 2 m. above, by the street just below Washington Square,
and which leaves it at 53d St., continuing thence through 9th and 8th avs.
to the Harlem River at iSSth st ), the tourist may be carried 10 m. in
a comfortable and elegant car, whose windows will show him a swiftly-chang-
ing succession of strange and interesting scenes. So novel and expeditious a
mode of sight-seeing, at such insignificant a cost as half-a-cent ainile, is no-
where else offered in the world. From the elevated terminus, the journey
may be continued by a connecting train across the Harlem to High Bridge,
Kingsbridge, Yonkers and Tarrytown, through the Nepperhan valley, already
described (pp. 75, 79) ; and a belated bicycler, who may choose to leave his
wheel in that region for the night, can therefore get back to the city with but
slight cost or delay. I advise the explorer on the return trip to change cars
at 59th St. (which is the station nearest the clubs* headquarters and the south-
west corner entrance of Central Park), and go thence by the 9th av. line,
along the west edge of the city, to the terminus at the Battery. He will do
well, also, to " stop over " for a train or two at i i6th St., the loftiest station
in the city, for the sake of a more leisurely view of the wide stretch of coun
try there spread out before him. The concourse of pleasure vehicles which
may be overlooked here in the afternoon, and the long rows of street lamps
in the evening, make this station a particularly notable one. It differs ffom
most in being placed inside the tracks, instead of outside them, — thus en-
abling a transfer to be made between the trains going in opposite directions,
without the necessity of an intermediate descent to the street. Such change
implies the payment of a new fare, however, whereas no extra charge is made
the traveler for any number of changes between trains going in the same di-
rection. The 3d av. line leads from the Battery to Chatham Square, thence
through the Bowery to 8th st. and thence through 3d av. to the terminus at
129th St., just below Harlem Bridge. This is nearly a mile east of the
nearest station on 8th av., and, though a horse-car line makes close connec-
tion, the explorer is advised to walk eastward along 127th st. to the terminus
of the 2d av. line, and ride back in one of its cars to Chatham Square. This
route turns away from 2d av. at 23d st. (after allowing its passengers to look
down upon the tops of four-story houses, and to have extensive views <rf ■
East River in the region of Hell Gate), and it connects at the Chatham

AROUND NEW'YORK.

99

Square terminus with the 3d av. line to the Battery, and also with a short
line to the City HaJI (entrance to the Bridge). Another transfer may be
made, without payment of extra fare, along the short line through 34th St.,
connecting both the 3d av. and the 2d av. tracks with the ferry to Hunter's
Point (Long Island City) ; and still another branch connects the 42d st. sta-
tion on 3d av. with the Grand Central Depot. After thoroughly exploring
these remarkable railways (implying, say, about 40 m. of travel, at a cost of
20c.), I advise the visitor to take a seat beside the driver of an omnibus
at one of the ferries (either at the Battery, or at Wall St., or at Fulton st.),
and ride up through Broadway and one of the avenues to the terminus of the
line (joth st., 42d st., or 47th st.). The station of the United States Army
Signal Service in the tower of the Equitable Building, at 120 Broadway, is
the third outlook which I always recommend to the man who wishes to " see "
New York City. Elevators give free access to the roof; and the views to be
had there (or from the adjacent spire of Trinity Church, which must be
dimbed on foot) can be matched nowhere else upon this planet, in respect to
the vastness and variety of human bustle and activity simultaneously ex-
hibited upon both land and water. Neither London, nor Paris, nor Liver-
pool, nor any other one of the world's great ports or capitals, can show any-
thing at all comparable to it

•• The County Atlas of Westche«ter»» (New York : J. B. Beers & Co., 36 Vesey st, 187a, pp.
80, price $10) has proved of great service in the compiUtion of the present report, and I recom-
meod its study to those who wish to make extensive explorations by wheel in the region de-
soibed. Its largest map (about 28 inches square, on a scale of 4 dl to the inch, divided by lo-m.
drdes centering in the New York City Hall) takes in the cities of New Haven, Ct.» Poaghkeep-
sie, N. Y., Trenton, N. J.» several towns of Pennsylvania, and nearly all of Long Island. The
other pages measure 14 by 17 inches, and the last 70 of them are given entirely to maps, some of
which show the entire surface from the Battefy to Tarrytown and beyond, on a scale of 120 rods
to the inch. The same publishers issue atlases, of similar size and price, for more than 30 other
counties of the State, and for more than 100 counties in other States, as follows : Maine, a ; Ver-
mont, 10; Massachusetts, ro; Connecticut, 6 ; New Jersey, 10; Pennsylvania, ai ; Maryland,
a ; Ohio, 9 ; Kentucky, 5 ; Michigan, 11 ; Missouri, 14 ; Kansas, 7. They also publish pocket-
maps at the following prices : New York City and surroundings, %\ ; Brooklyn, 3sc. ; Kings
Coanty (which includes Brooklyn), 50c. ; Long Island, 75c. ; Lake George, $i.as ; Sullivan and
Ubter Counties, 50c. ; Rockland and Orange Counties, soc. (the scale of these county charts
being 2^ m. to the inch, and the site of the sheet about 24 by 18 inches).

The " Descriptive Catalogue of maps and atlases published by G. W. & C. B. Colton & Co. '*
(32 pp., fine type, sent free from 182 William St., N. Y.) gives the prices of about 250 mapn,
covering all sections of the Union, and many foreign countries. I ui^ those who may wish to
buy large wall>maps, for hanging up in wheelmen's club-rooms, to consult this list ; and I shall
describe several of its pocket-maps in the foot-notes of my Uter chapters. It is to be understood
that each map, unless otherwise specified, is printed in colon, on bank-note paper, and folded
in a doth-bound cover. I heartily recommend to every explorer of the region described in the
present chapter, Colton's "Westchester County** (issued 1867, revised 1884; scale, i 3-4 m.
to the inch ; sheet, 29 by 18 in.; price, 75c.), which represents, with perfect deamess, all of my
routes lying in that county, and also the roads in the southwest comer of Connecticut Another
adminbie chart for bicyders, on account of its large scale, i-a m. to the inch, is " Staten
Island** (1884, 32 by 27 m., %i% while "Long Island,** 2 m. to the inch, is also excellent (1873,

>iA

loo TEN THOUSAND MILES ON A BICYCLE,

revised 1884, 68 by 32 in., $2.50), though rather unwieldy for pocket um. It shows the road»
along the whole coast of Connecticut, for 5 m. inland, and also contains a special map of Brook-
lyn and the lower 5 m. of New York ; so that, mounted, for the wall (#5), it would be an addi-
tion to any metropolitan club-room. Smaller maps of the island are published at $1.50 (58 by
27 in.) and 50c. (25 by 12 in.), and separate maps of Brooklyn (37 by 30 in. and 32 by 24 in.) at
similar prices. " New Vork City " (78 by 32 in.), with hotels and public buildings shown, costs
$2.50 (mounted, $5); or the lower half of the same (39 by 32 in.), the region below 96th St.,
can be had alone for $1.50; but a better city map for hanging in a club-room is that which
shows all the country within 15 m. of the City Hall, on a scale of 1-2 m. to the inch (64 by 64 In.,
mounted, $6). A pocket-map on a smaller scale (29 by 26 in.), showing all the country within
33 m, of the City Hall, and having lo-m. circles reckoned from there, may bi bought for %\ ; and
another one of the city and suburbs (26 by 19 in.), scale 1-2 m. to the inch, for 50c. Of New
York State, there are four maps (iS by 14 in., 32 by 29 in., 42 by 38 in. and 74 by 70 in.), costing
respectively, 50c., ^i, $1.50 and ^10, — the latter being French's toix>graph!cal map, mounted.
New Jersey has three (i3 by 14 in., 26 by 19 in. and 26 by 35 in.), prices 50c., 75c. and J1.25,—
the latter being on a scale of 5 m. to the inch, and having its railroad distances shown by space-
marks signifying miles. A new map of the oorthem half of New Jersey is promised for 1SS6;
with the adjoining southern counties of New York, and a good part of Westchester county 00
the east (75c. or ;^i), and its scale of 3 m. to the inch will doubtless make it acceptable.

Other map-publishers are G. H. Adams & Son, 59 Beekman st., and E. Stciger, 25 Park pi,
and the offices of all four are quite near the City Hall Park. Facing this, is the newly-opened
sporting-goods emporium of A. G. Spalding & Bros., 241 Broadway; while the similar extensive
establishment of Peck & Snyder, at the old-time quarters, 136-130 Nassau st,, b only a few steps
away. E. I. Horsman's store, 80-82 William St., is about 1-4 m. beyond; and the route
thither leads past I. Perigo's, 87 Nassau st,, and R. Simpson's, 98 Fuhon st. Wilson's " Busi-
ness Directory '' presents classified lists of all the trades and professions. Trow*s " City Direc-
tory," giving the pames, occupations and addresses of the entire fixed population of New York,
is kept open for the use of the wayfarer at every drug-store ; and, by application at the office of
any hotel, he may freely consult Mackey's " A. B. C, Guide," or Bullinger's " Counting House
Monitor,** published weekly and containing the time-tables of the railway and steamboat lines,
with fares, distances, and other useful information.

There is one book, however, which the explorer of the metropolis should inevitably buy, and
carry in his pocket for constant reference. I mean "Appletons' Dictionary of New York," com-
piled by Townscnd Percy, in 1879, and having new editions in each year since then, " revised to
the date of issue." It contains 248 pages, compactly printed in double columns of brevier,
measures 6| by 4I inches, is half-an-inch thick, weighs seven ounces, and is mailed, postpaid, on
receipt of 30c. by the publishers, D. Appleton & Co., of Bond st. One of its maps, on a scale
of i^ inches to the mile, shows all the roads of the city to the Yonkers boundary (including those
of Central Park), wilh the routes of the horse-cars, the elevated railways and the ferries ; another
map gives the lower 2 m. of the island and a part of Brookl)'u, on a larger scale ; and a third
map exhibits a section of the region round about, on a scale of 4 m. to the inch. Time-tables
and fares of all the ferries, locations of the piers, starting-points of all the steamboat and steam-
shl]> lines, routes of the horse-cars, rates of cabs and hacks, stations of the elevated roads,
din.xifry of streets, and lists of telegraph-offices, police-stations, theaters, hotels, restaurants,
chiirrlies, clubs, societies, hospitals, and other institutions, may be mentioned among the nuro-
berles-i carefully classified bits of statistics, compa(;tly presented, which render this little book
wnrihv of its big name. It is a genuine pocket-companion, which no visitor can afford to be
wIlhrKLit, and which will save from three to ten times its cost during e^ery day of his sojourn.

For the convenience of wheelmen who may desire to have this pretent chapter as a pocket*
cQiTipanion also, I intend to republish it as a separate pamphlet (to be supplied by mail in return
for twrinty-five on "-cent <tamps), and I shall prepare for it a special index, giving references not
only (41 every town and village but also to every street, roa4, ferry, club-houae, hotel and land-
tnark i)f any sort whose name is mentioned in the text.

V

IX.

OUT FROM BOSTON.^

When I finished my 500m. autumn tour, on the last Friday evening of
last September, by circling round the fountain in Washington Square, the
old straw hat which had sheltered my head during the journey was " unani-
mously called in." Mortal eye saw it not again until the early dawn of the
last Saturday in May, when the dozen bicyclers who rode in the baggage-car
from Fall River to Boston had the pleasure of inspecting that same historic
head-gear. By that sign also was my identity revealed to the youth who had
consented to take a two-days' ride with me, according to my proposal in the
BL IVorld, and who, after a lo-m. spin from the suburbs, was awaiting my
arrival in front of the Hotel Brunswick.

Mounting there at 8.30, we took a 5-m. path to Harvard Square, stop-
ping a half-hour for breakfast at Carl's, and proceeded through Cambridge,
Maiden, and Lynn, to Salem, where we tarried from 1.45 to 3 P. M. at the
Essex House, 26^ m. from the start; thence to Wenham; 4 m., one hour;
Ipswich, 6 m., | h. ; and Rowley railroad station, 5 m., f h. There we took
the train to Portsmouth, N. H. ; and after indulging in 4 m. more of wheel-
ing, in order to visit the Kittery Navy Yard, in the State of Maine, dis-
mounted for the night at the Rockingham House, at 8.15. The weather of
the day had been favorable ; for though the clouds threatened in the morning
and a few rain-drops really fell, the afternoon was bright. The clouds of the
next morning, however, were not only threatening, but they fulfilled their
threat. We left Portsmouth at 5 o'clock, and reached the Merrimac Hotel
in Newburyport, 20 m., at 8.45, in a thoroughly dampened condition, for the
heavy mist of the early part of the ride definitely turned into rain during the
last hour. The last 5 or 6 m. comprised the poorest roads encountered on
the tour, and during the last 2 m. the mud became quite troublesome. Hav-
ing breakfasted and cleaned our wheels, we had a fire made for the drying of
our garments, and betook ourselves to reading, as a pleasant way of passing
the time until the 5 o'clock train should start for Boston. Even when we
went down to dinner at 1.30, we had no hope of avoiding this inglorious end-
ing of our excursion, though the rain ceased to fall soon after noon. The
bright sun, however, soon tempted an examination of the roads, and the ex-
amination tempted us to risk the mud and start along at 2.45.

Once clear of the shaded streets of the town, we found no trouble, for
the soil and sunshine had absorbed the moisture of the morning, and the

iFrom 751^ Bkyclhig World, August 26, 1881, pp. X8S-189.

I02 TEN THOUSAND AflLES ON A BICYCLE.

track, freed from the dust of the previous day, was at its very best. The rain
had freshened all the foliage and given life to the atmosphere ; the fruit trees
were in full bloom, and. in many cases so overhung the road as to fill the air
with fragrance ; in short, it would be hard to imagine pleasanter conditions
for riding. The pump on Rowley Green, 6 m., was reached in an hour after
starting, during which hour about a mile of perfect shell road was whizzed
across, and the second hour showed a record of 8 m. more. The third hour,
6} m., brought us to. Salem, in ample season for the train. When I dis-
mounted in front of the Hotel Vendome, Boston, at 8.20 o'clock, the cyclom-
eter indicated 93 m. for the two days. My companion proceeded a little
further, and as he rode somewhat before joining me, his record for the two
days was a dozen miles greater. Considering that he was a boy of eighteen,
who had never before been on a tour or ridden more than 20 m. in a day, I
thought his ability to do 105 m. without inconvenience or subsequent ill-
effects was a pretty good proof of the healthfulness of bicycling. He was a
leader on the road more of the time than a follower, and he often bobbed
along serenely, through sand and ruts, when I myself, out of prudent regard
for my more venerable bones, preferred to make frequent dismounts. Save
for the six hours' delay, we should have covered the whole distance from
Portsmouth to Boston on that memorable 29th of May ; and I am sure he
will always be as glad as I am to recommend the track in question to all
wheelmen who have not as yet had the pleasure of its acquaintance.^

My record for Monday, the 30th, was 19} m., which included 4 m. in the
tail of the great parade, and an afternoon spin to Chestnut Hill Reservoir.
The next day I did a similar distance, as one of a party of eighteen, who
lunched at the Blue Bell Tavern in Milton, by invitation of the Boston men.
Wednesday afternoon (I did n't get started till afternoon, because I did n't
•• go home till morning," from the orgies at St. Botolph's) I went to Dedham,
and rode some 35 m. over the admirable roads of that region, including an-
other visit to the reservoir, and a coast down the hill there, when my wheel

lln wheeling towards Portsmouth, the Seabrook sands can be ax'oided by following the
horse-car tracks from Newburyp<»t, by the Chain Bridge, to Amesbury, instead of crossing the
Merrimac River on t&e old travel bridge, near the railroad bridge at Newburyport. After cross,
bg the Chain Bridge, wheelmen should take the second right turn at the guide4x}ard marked
" 18 m. to Portsmouth," which road' leads to the large Rocky Hill meeting-house, where a
guide-board is marked " Hampton, 9 m.," which road ends at Methodist Churdi in Seabrook.
Thence the regular travel road can be followed to Portsmouth. On the return trip the right-
hand guide-post at the fork of the roads at the Methodist Chiuxi) in Seabrook, marked " Ames-
bury Village, 3^ m.," should be followed, instead of the left (me, " Newburyport, 4] m." At
the open space, about 2 m. beyond, is a guide-board inscribed " Newbur3rport, a m.," meaning
the boundary line, not the dty. This road 4eads to Rocky Hill meeting-house, where the
straight road, instead of turning to the left, leads to the horse-car tracks north of Chain Bridge.
This route is only about a mile longer than the direct road, and with the exception of one sharp
hill, the road is excellent, and free from sand. The trip of 65 ra. from Boston to Portsmouth,
can be easily made in a day by any fair rider, and I myself have made it without any forced dis-
mounts on account of hills or sand.— Tslzah, in BL World, Aug. a6, 1881, p. 190L

OUT FROM BOSTON, 103

ran away with me but did n*t qoite throw me off. Dm-ing about half of this
afternoon's ride I had a pleasant chance companion in the person of a sturdy
youth on a big wheel, who said his brother drove a sixty-inch, and who will
himself, I doubt not, ultimately attain the requisite stature for driving a sim-
ilar monster. On Thursday morning, at 9 o'clock, having sent my baggage to
Springfield, I bade adieu to the Hotel Vendome, and rode out to Cambridge
for breakfast. I had planned to start at 5 ; but the rain was drizzling down
when the waiter called me then, and I was glad to sleep for another three
hoars. Even at 9 the sun had not been shining long enough to dry the roads ;
but by noon, when I left Harvard Square, all ill-effects of the rain had dis-
appeared. At Mount Auburn Cemetery, the superintendent denied my ve-
hicle the privilege of entering the gates ;. so I journeyed throqgh North Cam-
bridge to the Monument House in Lexington, where I stopped for lunch at a
o'clock, some 21m. from the start and 10 m. from the college yard. I was
told that the road towards Concord was inferior, and so went from Lexington
to Waltham, an excellent spin of 6^ m., in about } h. Leaving there a half-
hour later, my first stop was caused in an hour by some road repairs in
Wellesley, 7J m. At South Framingham, I took another rest, leaving there
at 6^ and reaching Northboro' hotel, 14^ m., at 7.45, making 54} m. for the day.

When I made my next mount, at 5.30 on Friday morning, a chilly wind
from the east blew against my back and threatened all the while to turn the
prevailing heavy mist into unmistakable rain. The best I dared hope for
was to reach Worcester before the roads should get too slippery. I did
reach the railroad station there, 9 m., in 1} h., which I thought creditably fast
traveling, considering the hills. Where the roads fork at about the middle of
the journey, I took the '' new " or left-hand one, and went down grade for
about a mile to the railroad track (where perhaps a tourist bound for Bos-
ton might well take the road for Westboro* rather than the Northboro* road,
down which I came). If any of the Worcester riders remember the bad
words I used about the journey from that city to South Framingham, in the
reix>rt which I printed concerning my first ride from Springfield to Boston in
1879, let me confess to them that it was all a mistake, — a clear case of "a
good man gone wrong." Trusting to the Grafton route described in " The
American Bicycler," I failed even to follow that with accuracy, and therefore
used up the whole of a day in doing some 25 m. I now wish to say that the
proper track between Worcester and Boston is as good a one as need be.

The east wind and heavy mist were as threatening as ever when I finished
breakfast in Worcester ; but, remembering the proverb that " it's an ill-wind
that blows nobody good," I ventured to hope that mine might be the body
which this particular ill-wind (cursed through the chattering teeth of every-
one else whom I met) was destined to benefit. So at 7.40 I mounted again,
and in an hour had got to the hill beyond the brick church in Leicester,
nearly 6 m. I stopped next at Spencer, an hour later, 4^ m. The mist here
was almost thick enough to cut, and the shivering Spencerians, clad in over-

I04 TEN THOUSAND MILES ON A BICYCLE,

coats, evidently felt murderous towards me for my apparent ability to keep
warm without a coat of any sort. Brookfield, 8} ro., was reached at ii.3$,
and West Brookfield, 3 m., \ h. later. Wlien I started on again at 2 o'clock, the
mjst had lifted, but the east wind was still threatening me, and at times in
the afternoon there were occasional brief sprinklings of rain. At the hill by
the lakq side, about a mile beyond the hotel where I should have taken the
left^haiia road to Warren, I took the right-hand one ; and, when I discovered
^ .my mistake, . \ determined, rather than retrace 3 m. of poor road, to push on
^ ' , " to Ware instead, and complete my tour to Springfield by that longer (and
'^tm-^ prpbabl